2011 Ford Edge Specs, Prices, Pics and Reviews

I've never had a more intense love/hate relationship with a car than the one I experienced during my test drive of the 2011 Ford Edge.

 Starting MSRP $27,640–$38,775

There are many things to be excited about with this newly refreshed model that received some styling changes, significant interior upgrades and has such promising family utility, but it's all thwarted by the driving experience and features inside the car that simply don't work.

When driving the Edge, it seems like it weighs a ton. I felt like I was hauling a herd of elephants in the back despite the V-6 engine's considerable power. Once you get it moving, this five-seat crossover starts feeling a little boat-like — big, bulky and disconnected from the road. I could never quite find that sweet spot when accelerating; I either took off crawling or lunged forward too aggressively.

When I had to brake quickly because of a trash can on the loose in the middle of the freeway, I was quite shaken by how it fish-tailed briefly under pressure.

The 2011 Ford Edge has a starting MSRP of $27,640, but my test car — a Limited trim with front-wheel drive — cost $40,480.

EXTERIOR

The 2011 Edge is one of the most attractive crossovers on the road. It looks sharper than your average mom-mobile. The subtle exterior design changes, including the new grille and rear taillights, definitely give it a fresh look, resulting in a more upscale appearance. If you're into bling, you won't be disappointed by the sparkle from lots of chrome on the grille and big wheels, either.

It's hard to imagine the Edge's step-in height being too cumbersome for most children, but the doors are bulky and heavy and assistance may be needed there. The Edge is also wide, so be careful when pulling into parking spaces and driveways while you're adjusting to its width.

Parents will appreciate the power liftgate, which goes without saying is a coveted feature for multitasking moms and dads. The Edge's cargo area was so deep that I could really pile things up back there.

The Edge's gas mileage was another big turn-off. It gets an EPA-estimated 19/26 mpg city/highway. My weeklong test drive consisted of primarily city driving, and I averaged 15.5 mpg. Yes, my test car had a 3.5-liter V-6 engine with 285 horsepower, but I wasn't pushing it hard enough to warrant such low gas mileage. On the bright side, you can fill up with regular unleaded gasoline to soften the blow at the pump.

SENSE AND STYLE

Family Friendly (Not Really, Fair, Great, Excellent): Great/Excellent

Fun-Factor (None, Some, Good Times, Groove-On): Some

INTERIOR

The 2011 Edge feels and looks luxurious from the driver's seat. Overhead, you'll find Ford's Vista Roof, a panoramic moonroof over both the first and second rows that will wow parents and children alike. My test car had an alluring brown leather interior that looked rich and stylish when paired with the piano-black surfaces and faux wood trim.

The huge screen in the center stack has impressive color-coded displays for navigation, entertainment, phone and climate, and the two LCD screens on each side of the speedometer coordinate with the screen in the middle. The graphics look fresh and modern, and you can toggle between many different screens to get various types of vehicle information. The controls in the center stack are not buttons — they're touchpads — and they look futuristic.

Aside from its looks, the cabin is roomy. Grandma couldn't stop exclaiming how she had a ton of legroom while riding in the backseat, and the front passenger seat had no problems accommodating other long-legged companions with a rear-facing infant-safety seat behind them. My storage needs were satiated by the center console up front, which has a built-in pen and tissue holder to brighten any organization enthusiast's day and a deep bin below. Additionally, there was an incognito cutout under the center stack where I could stash my purse. It all seemed too perfect — good looks and fantastic functionality for a family? I was completely smitten until I turned the key.

I hadn't even made it down the block before the MyFord Touch system crashed. MyFord Touch is new for 2011 and responsible for about 80 percent of my frustration with this vehicle. MyFord Touch is an optional interface used for the car's entertainment and navigation systems. The system crash didn't affect my ability to keep driving, but I pulled over just to be sure I didn't accidentally hit some reboot button. Attempting to troubleshoot, I turned the car off to simulate a "restart" with no success. Then, after physically exiting the vehicle, doing a lap around it and climbing back in, I seemed to have successfully rebooted the system — until it crashed again. Did I mention that I hadn't even left my street yet? Learn More...

Source : http://www.cars.com

2012 Ford F-150 Harley-Davidson

2012 Ford F-150 Harley-Davidson Front Angle

The outside of the 2012 Ford Harley-Davidson F-150 delivers a daring front fascia and six-bar billet-style vibrant chrome grille, and it features“Harley-Davidson” shiny chrome badging. The truck also offers a decreased look with a typical, fully incorporated deployable running board.



Also standard are new 22-inch machined-aluminum wheels with colored highlights and Harley-Davidson bar and shield logo on center cap. The color selection is classic Harley-Davidson - Tuxedo Monochrome Platinum Tri-Coat; this is actually the first year white has been offered.



Interior trim sections are coated in high-gloss Tuxedo Black paint, whilst the console lid and top steering wheel carry the snakeskin leather. The scuff plate offers brushed aluminum with snakeskin texture. All interior chrome surfaces have a satin finish. Premium snakeskin leather-trimmed seats consist of accent color inserts and distinctive cloisonne badge.

2012 Ford F-150 Harley-Davidson Black Side

The 2012 Ford Harley-Davidson F-150 interior is personalized to fascinate the truck buyer who values the focus on detail for which both Ford and Harley-Davidson are famous.



Ford accessed a little bit of its prideful racing heritage to produce the 6.2-liter V8 gasoline engine, which uses big-bore structures to generate remarkable horsepower and torque. The gasoline engine provides a best-in-class 411 horsepower and 434 lb.-ft. of torque and offers maximum trailer towing potential of 7,500 pounds.

2012 Ford F-150 Harley-Davidson Interior

2011 Ford Edge Sport Specs, Prices, Pics and Reviews

If you, like us, find the notion of a ­complicated, expensive, 4500-pound crossover wearing Sport badging somewhat ridiculous, our advice is simple: Get used to it. The CUV segment keeps growing, and variations on the theme continue apace.

The 2011 Edge Sport is actually Ford’s second stab at a performance version of its mid-size crossover; the first Edge Sport launched in 2009. The high price doesn’t move much, but there is a lot more content this time out, and it’s a stronger effort all around even if the word cluster “Ford Edge Sport” still strains some credulity. We’d be happier if they called it the Ford Big ’n’ Fast, but that’s why they don’t let us name cars.

Ford installs the base Mustang’s 3.7-liter V-6 305 horsepower, 280 pound-feet of torque transversely underhood and mates it to a manumatic six-speed. It provides a big bump in output versus the outgoing Sport model, which used the same 265-hp, 3.5-liter V-6 as the rest of the previous Edge lineup.
(The base Edge uses an updated 3.5-liter now rated at 285 horsepower.) The 3.7 cuts more than a half-second off  the 0-to-60 sprint, returning a sub-seven-second time that’s commendable in this class; it runs even with the most recent Nissan Murano we tested and beats the GMC Terrain by a second and a half.

The anchors are equally impressive: Ford revised the entire braking system for all Edges after the previous version turned in buslike stopping events. New pistons, larger rear rotors, and an upgraded booster improve brake feel and help to chop the 70-to-0-mph distance from 191 feet to a more manageable 175.

All this in spite of the fact that the Edge Sport tips the scales at 4460 pounds, 17 more than the ’09 model we last measured. A decent percentage of that weight resides, unsprung, in the 22-inch wheels. Shod with 265/40 Pirelli Scorpion Zero rubber, each corner accounts for almost 100 pounds. Still, the ride is commendable over all but big bumps, a testament to the revised suspension tuning. Handling, too, gets steadier, with progressively  weighted steering, good turn-in bite, and a body so disciplined you’d think it was developed in a mountaintop dojo.

The Edge Sport gets more than just new brakes, a new powertrain, and a monstrous new grille, though—it also gets a sumptuous new interior, which comes standard with the MyFord Touch infotainment system. Buttons, so popular for the past century, are casualties of the iPhone revolution, and the system’s touch-sensitive center console and modifiable instrument cluster are two more steps toward a full glass cockpit. Learn More...

Source : http://www.caranddriver.com

Ford Cancels 7 Passenger C-Max for U.S., Will Sell Only 5-Seat Hybrid and Plug-In Models

Ford has announced it is no longer bringing a gas-powered, seven-passenger C-Max to the U.S., and will instead only offer the 2013 C-Max five-passenger hybrid and plug-in Energi hybrid starting in 2012.

(Aww, and we’d already driven our C-Max. Sort of.) The now-canceled North American gasoline C-Max was essentially a European Grand C-Max without the “Grand” portion of the badge; it’s similar in size to the Mazda 5, features sliding rear side doors, and seats three in the second row and two in the way back. In contrast, the C-Max hybrids we’ll get, as well as the conventionally powered non-Grand C-Max models sold in Europe, seat just five and feature four conventional front-hinged side doors. All C-Maxes use a version of the Global C platform that underpins the 2012 Ford Focus.

Seven-passenger Ford C-Max

Ford says the idea is to give consumers a “dedicated body style for a range of Ford electrified vehicles” with the C-Max lineup, and that it felt a gas-fed seven-passenger C-Max didn’t present as strong a business case as did the expansion of the hybrids’ production capacity. Ford cites the C-Max hybrid and Energi’s popularity in Europe as reason to invest in amping up North American volumes. Furthermore, the company said it will produce up to five new electrified vehicles by 2012, including the electric Transit Connect, upcoming electric Focus, the C-Max pair, and a yet-unnamed “next-generation hybrid” to bow in 2012 (most likely a hybridized 2013 Ford Escape crossover). Since most of them share a platform, they can all take advantage of the additional factory capacity. All told, Ford wants to increase its hybrid and electric vehicle production volume to 100,000 units by 2013. Learn More...

Source : http://blog.caranddriver.com

2011 Ford Mustang Specs, Prices, Pics and Reviews

For 2011, Ford issued a mechanical overhaul of its popular Mustang: new engines, quieter interiors, better gas mileage. The lineup's granddaddy, the Shelby GT500, sees smaller improvements by comparison.

Starting MSRP $22,145–$37,845

The Shelby GT500 is still a straight-line juggernaut, but the V-8 Mustang GT is catching up as a performance car and away from the drag strip, the Shelby's handling dynamics leave something to be desired.

Officially called the Ford Mustang Shelby GT500, the car caps a Mustang lineup that includes new V-6 and 5.0-liter V-8 drivetrains. Though the GT500's supercharged V-8 has the same displacementas the 2010 GT500 did, a new aluminum block makes it 100 pounds lighter. Combined with better aerodynamics and new electric power steering, the GT500 is slightly more fuel efficient.

Our full take on the 2011 Mustang is available here. Click here to compare the Mustang lineup, or here to compare the 2011 and 2010 versions of the GT500. This review focuses on what sets the GT500 apart.

Available as a coupe or convertible, the GT500 trades the Mustang GT's galloping emblems and driving lamps for a taller grille, shapelier bumpers and lower fog lights. It ends up looking more similar, particularly up front, to the V-6 Mustang. Having never cared much for the V-8 Mustang GT's gratuitous lower air dam, I welcome the look.

The signage, not so much. Our press car came festooned with nearly a dozen cobra, Shelby, SVT and GT500 icons. (In fairness, you can remove a few, along with the racing stripes, if you want.) The decals signal the car's myriad influences: racing legend Carol Shelby, Ford's Special Vehicle Team, the resurrected GT500 moniker, the original 289 Shelby AC Cobra. I half expected to find an outline of Michigan stamped somewhere.

Ford lowered the car's ride height by nearly half an inch this year. The GT500's standard 19-inch wheels wear high-performanceP255/40ZR19 front and P285/35ZR19 rear tires; our test car had an optional SVT Performance Package that includes thicker, 19-inch front wheels, 20-inch rears and Goodyear Eagle F1 SuperCar tires all around. A set of four of those is just over $1,200 on TireRack.com steep, but not as bad as comparable Pirelli or Michelin sets.

Convertible GT500s employ a power cloth top. In lieu of a traditionalmoonroof, coupe shoppers can opt for an optional fixed glass roof. Previously available only on lesser Mustangs, the roof includes a retractable sun shade.

A new aluminum-block version of Ford's 5.4-liter supercharged V-8 replaces last year's iron-block engine. Up 10 horsepower thanks to revised exhaust tuning, the 550-hp drivetrain idles with a rich interlude of growling, hissing and other certifiably bitchin' noises. It moves out, too: Acceleration lacks the immediacy you get with a larger-displacement V-8, but stay on the gas past 3,000 rpm and the supercharger's high-pitched whine signals serious thrust. Deactivate the traction control and slip the clutch just shy of that mark, and you'll handily spin the rear tires for seconds on end. Peak torque of 510 pounds-feet comes at 4,250 rpm; thundering past that mark toward the engine's 6,250-rpm redline elicits cries of enthusiasm or terror from your passengers.

The SVT Performance Package adds a quicker, 3.73 rear axle ratio. Other GT500s have a 3.55 axle. Our friends at MotorWeek hit 60 mph in 4.5 seconds and did a quarter-mile in 12.9 seconds in a 2010 GT500 convertible with a 3.55 axle. With the 3.73, the lighter 2011 GT500 coupe can probably hit both marks a few tenths of a second quicker. Learn More...

Source : http://www.cars.com

2011 Ford F-150 Specs, Prices, Pics and Reviews

The 2010 Ford F-150 SVT Raptor quickly rose to the top of factory performance trucks with its unique long-travel suspension system and an appearance reminiscent of a Baja trophy truck.

Starting MSRP $22,790–$51,770

It met the untapped demand of off-road enthusiasts looking for a turn-key prerunner. But there was even more demand for a Raptor with extra cabin space from wheelers with families and racers looking for a support vehicle.

So we set out to see if the SuperCrew version performs as well as the lighter and shorter-wheelbase SuperCab SVT Raptor or a heavy-duty three-quarter-ton chase truck, like a hardened Ford F-250 recovery rig.

The 145-inch wheelbase Raptor SuperCrew model is 12 inches longer than the SuperCab model. That extra room for bodies and gear doesn't come for free. The extra doors that make the Raptor SuperCrew desirable for families or racers with a pit crew add weight and increase the truck's breakover angle. That must mean the truck has lost some of its performance ... or does it?

After driving the Raptor SuperCrew earlier this year in the frozen northlands of Michigan's Upper Peninsula, Ford's big desert eagle is also right at home in Southern California's deserts. The Raptor SuperCrew flies over washboard pitted dirt roads and smooths out harsh bumps with its aluminum lower control arms, forged steel uppers and Fox Racing shocks. The longer wheelbase makes it easier to drift around corners with precise control, thanks to the 16:1 steering ratio (tightened from 20:1) that was added to the SuperCrew model to make up for the truck's length.

Switching to the Raptor's unique off-road mode allows the truck to perform more like a racer, applying slightly more power to the rear to accelerate out of turns and help you control the truck's steering with the throttle when needed.

Despite the ability to change the truck's suspension modes, we did find that the Raptor SuperCrew tended to oversteer in a variety of conditions. Fortunately, the Raptor's Advance-Trac stability controls make it easy for novice off-road drivers to keep the truck in full control, both on and off the highway, providing they prerun the course first to see what they're getting into.

Equipped with a 6.2-liter V-8 that produces 411 horsepower and 434 pounds-feet of torque, the Raptor SuperCrew isn't sluggish but it lacks the crisp and immediate throttle response needed at high speeds in the rough. While this might be an issue if you're racing, it definitely doesn't deter from its overall performance.

Nonetheless, the 6.2 has been tested by Ford in extreme heat, dirt and sandy conditions. The 16-valve single-overhead-cam engine's cast-iron block with aluminum cylinder heads features variable camshaft timing. This helps boost and optimize the engine's fuel economy and performance, which was evident during our testing. We averaged slightly over 14 mpg in highway mileage, the same as the EPA's highway rating (12/14 mpg city/highway) and the six-speed automatic transmission kept the engine in its prime rpm range to maximize performance.

As expected, the SuperCrew's ride was very smooth no matter what type of obstacles we encountered. The front and rear triple internal bypass Fox Racing dampers are tuned differently from the SuperCab model, and the coil springs are 8 percent stiffer to compensate for the heavier engine and longer wheelbase. Yet, the truck didn't feel different from the SuperCrew model in off-road conditions.

During normal city and highway driving, however, the heavier truck does seem like you're in a three-quarter-ton, until you stomp on the throttle or take a corner at high speed. We did notice some highway oscillations typical of any extended-wheel base pickup, but they weren't as harsh as on other four-door pickups we've tested.

In four-wheel-drive high mode, the Raptor SuperCrew pushed through deep sand, slowly climbed up steep hills and easily crawled over obstacles with the help of the electronic locking rear differential. The Raptor SuperCrew's longer wheelbase and hill descent control also made it much easier to climb down a steep hill pitted with deep ruts that, in one instance, left the driver's rear tire completely in the air.

The truck's 315/70R17 BFGoodrich All Terrain tires are quiet on the highway and have enough sidewall to cushion bumps while also providing lots of great traction in off-road conditions. The tires also add to the truck's overall towing capability, which is rated at 8,000 pounds (about half what a diesel-powered F-250 can pull), making it suitable for hauling a trailer full of ATVs or an enclosed trailer with a light race truck inside. The SuperCrew Raptor also has a huge 36-gallon fuel tank, which hurts a little when you fill it up, but also ensures you have enough fuel to reach a broken-down Trophy Truck in the middle of the desert.

Inside, the Raptor SuperCrew is comfortable and sporty. The front leather seats are firm yet not too hard for a long road trip. The large 4.2-inch LCD screen in the center of the instrument cluster allows you to view a variety of vehicle functions. It includes an off-road screen that allows you to see steering wheel and vehicle angles when on a grade or obstacle plus a special screen to keep track of all of the Raptor's special drive modes and controls.

The toggle switches on the center console control the transmission shift functions. This allows you to select various modes that control gear selection of upshifts and downshifts according to engine speed. While this is perfect for maximizing your speed over difficult terrain, it takes a while to learn its functions. After a few unsuccessful attempts at optimizing our downshift points from a short turn we kept taking at high speed, we left the toggle switches alone and opted to concentrate on the truck's other interior features. Learn More...

Source : http://www.cars.com

Ford Mustang Shelby GT500 Coupe

Ford Mustang Shelby GT500 Coupe

Ford Super Duty Pickup

This was what we called a race car solution – grow the engine so it can breathe better and more efficiently. The previous gas engine was great, but that wasn't enough. So we gave the all-new E85-capable 6.2L engine bigger pistons, bigger intake and exhaust valves, and a larger engine bore diameter. Bigger displacement results in best-in-class torque and horsepower.* But we don't stop there. We also made the 6.2L smarter, delivering class-leading fuel economy with a 15% improvement over the previous engine.†

• *Power ratings: 385 horsepower; 405 lb.-ft. of torque. Class is full-size pickups over 8,500 lbs. GVWR. †Based on Ford drive-cycle tests of comparably equipped 2011 Ford and 2010 competitive models. Class is full-size pickups over 8,500 lbs. GVWR. see more at http://www.ford.com

2012 Ford Mustang Boss 302 Specs, Pics, Prices and Reviews

Jim Farley, Ford’s group VP of global marketing, didn’t have to fly to California for the debut of theMustang Boss 302. No one told him to. He came anyway.

“I’ve been driving my own Mustang right through the past two Michigan winters thinking about this project,” he says. “From a business standpoint, the Boss 302 shouldn’t have happened.

But it happened. My dream for the car was that it would make a lot of money for a guy street racing. It should be a car that winds up on YouTube doing something illegal. I’ve been waiting 20-plus years to launch a car like this.” The decision to resurrect the Boss 302 was made in the darkest days of the recession.
Is Ford brave or what? Especially since it’s so rare that offspring are able to match the feats of  legendary forebears, as Charlie Sheen can attest. To eke out of the Mustang GT’s engine a bonus 32 horses, Ford created a new intake manifold with runners resembling velocity stacks. Different cylinder heads were deployed—stronger alloy and altered ports—with each head undergoing 2.5 hours of CNC massaging. The camshafts offer increased lift, the intake valves are larger, the bearings are race-spec, and the baffled pan holds 8.5 quarts of synthetic oil.

The result is 444 horsepower at 7500 rpm, a happy medium between the Mustang GT’s 412 horses and the Shelby GT500’s 550. The Boss’s V-8—unlike the brutish Shelby’s—doesn’t so often overwhelm its chassis. In fact, what you first notice—and this is very BMW-ish—is that the Boss’s engine, driveline, and suspension draw virtually no attention to each others’ eccentricities. It lends the package a gratifying sense of unity that inspires confidence.

This V-8 is so vigorous and charismatic that its likeness ought to be carved on Mount Rushmore. The engine revs nearly as quickly as you can flex your right foot, feeling as if it displaces maybe three liters. What’s more, despite all that cam, it idles as smoothly as a Camry.

Sans traction control, launching the Boss takes some practice, although never has practice been so fun. Sidestep the clutch with too many revs, and you’ll trigger axle tramp followed by a cumulous cloud of Pirelli particulates that will only swell in size all the way through second gear. The trick is to slip the clutch from about 3500 rpm, then mat the throttle when the axle says, “Yeah, I’m feelin’ settled and relaxed back here.” The result is 0 to 60 mph in 4.3 seconds—0.3 second quicker than the GT (or a Camaro SS) and only 0.2 second behind the jackhammer GT500. Once that live axle is placated . . . well, here’s the telltale statistic: From 5 to 60 mph, the Boss loses not an inch to the GT500 and is but 0.1 second behind a BMW M3. The accelerative kick flings sunglasses and coins and pens in the center bin backward against a plastic wall, sounding as if they’ve just hit the bottom of a ventilator shaft. Through the quarter-mile, the engine pulls like a Tennessee mule—no valleys, no holes—slingshotting the Boss 0.4 second ahead of the GT and only 1 mph behind the M3.

All of this is accompanied by a mellifluous, resonance-free exhaust note that is an unlikely aural confluence of, say, Lexus IS F and Roush/Yates Sprint Cup engine. It’s a four-way exhaust—two sewer pipes astern and one per side exiting just in front of the rear wheels. A restrictor plate in each side pipe lends the Boss federal pass-by legality, but the baffles can be unbolted in less time than it takes to read this review. It’s lucky that the rumble is so rich, because the engine is seriously loud at idle.

The Boss’s suspension has likewise benefited from a lavish labor of love. Compared with the GT, it boasts stiffer springs, a fatter rear stabilizer bar, new bushings, and 19-inch Pirelli P Zeros that, at the rear, are mounted on 9.5-inch-wide wheels. What’s more, each shock offers five settings that are adjustable via screwdriver, creating the possibility of very strange chassis behavior at the hands of very strange owners. Again, is Ford brave or what? And experimenting with dampers is educational, fun, and will make you feel like Parnelli Jones’s crew chief.

The steering rack is electrically assisted and can be toggled to comfort, standard, or sport modes. We preferred the standard setting, even at the track. The other modes did nothing more than alter effort. No matter. The steering was ever accurate, progressive, and informative, with peerless interstate tracking.

At the front, four-pot Brembos clamp 14-inch vented rotors. The pads are near-race-spec compounds, although they don’t squeal, and the brake lines have been hardened to prevent expansion. On the road, pedal feel proved sublime—fairly hard but bang-on linear—and it was a cinch to modulate braking right on the threshold of the ABS. Fade? None that we encountered either during testing or during nine-tenths lapping around Laguna Seca.

As a dance partner in the hills, the Boss eagerly goes all bossa nova, laying down its prodigious power with surprising smoothness. The chassis felt remarkably balanced, usually neutral, leaning toward power oversteer only in the tightest turns. Despite its super-quick transient responses, it never felt nervous. This Mustang is so agile, so responsive to delicate inputs, that it makes the GT500 feel like a FedEx truck. The Boss’s grip almost always exceeds the driver’s courage, so feel free to ignore our lateral-grip figure, recorded on a skidpad dusted with sand. What’s more, the ultra-short-throw shifter was an ally, although its gates are so close that a clumsy upshift from second will sometimes collect fifth.

Ford has forever treated its Mustangs as blue-collar contrivances of unprepossessing heritage. The cockpit thus remains dour and rudimentary, despite the synthetic-suede-wrapped steering wheel and the machine-turned aluminum trim. The acres of coarse, pebbled-plastic surfaces, in particular, would be (and have been) rejected in far less expensive machines, notably in Ford’s own Focus. The gaping voids between the tops of the rear tires and the rolled fender lips are eyesores. The steering column doesn’t telescope. And the brake and accelerator pedals should be closer together.

The base Boss fetches $40,995, and there is only one major option: a Torsen limited-slip differential and Recaro seats (packaged together and costing $1995), plus the so-called TracKey. If you’re headed for the track—and why wouldn’t you be?—then all three are mandatory. In total, 4000 examples will be assembled, which isn’t even half of the original Boss’s two-year production. That sum includes 3250 base Bosses and 750 Laguna Seca editions. Learn More...

Source : http://www.caranddriver.com

2011 Ford Expedition EL Specs, Prices and Reviews

The Ford Expedition is a truck-based, full-size SUV that can carry up to eight people. The SUV comes in XLT, Eddie Bauer, Limited and King Ranch trim levels.

Starting MSRP $39,730 – $52,305

It competes with the Chevrolet Tahoe, Toyota Sequoia and Dodge Durango. A longer version, called the Expedition EL, is about 15 inches longer and has a standard third row. It competes with the Chevrolet Suburban.


New for 2011

There are no significant changes for 2011.

Exterior

The front features a squared-off four-bar grille and angular headlights, and the rear window can open independent of the liftgate. Regular- and extended-length Expeditions sport the same exterior styling. Exterior features include:

- Standard capless fueling system

- Standard fog lamps

- Standard exterior keypad system

- Standard heated mirrors

- Standard 17-inch wheels

- Optional rain-sensing wipers

- Optional power moonroof

- Optional power running boards

- Optional 18- or 20-inch wheels

- Optional power liftgate

Interior

The Expedition can seat up to eight occupants across three rows of seats. The steering wheel, gauge clusters and climate controls are similar to those in Ford's F-150 pickup truck. Thanks to an independent rear suspension, the third-row seat folds flat into the floor. A power-folding mechanism for the third-row seat is optional on lower trims and standard on higher ones. Interior features include:

- Standard auto-dimming rearview mirror

- Standard power locks and windows

- Standard leather-wrapped steering wheel

- Optional Sync multimedia system

- Optional heated and cooled front seats

- Optional power-folding third row

- Optional navigation system

- Optional DVD entertainment system

Under the Hood

When properly equipped, the Expedition can tow up to 9,200 pounds. Unlike the Tahoe and Suburban, the Expedition comes only as a half-ton truck. The sole powertrain is a flex-fuel engine that can run on E85.

Safety

A trailer-sway control feature is standard and works in conjunction with the electronic stability system to detect trailer movement and apply braking, as well as reduce engine torque, to keep the vehicle in control. A standard MyKey system allows parents to impose vehicle restrictions on teen drivers. Parents can limit the vehicle's top speed, add a persistent seat-belt reminder, limit the volume on the stereo to 44 percent of its maximum volume and have a speed chime activate at 45, 55 or 65 mph. Safety features include:

Standard front-seat side-impact airbags

Standard MyKey

Standard side curtain airbags

Standard electronic stability system with anti-rollover technology

Standard four-wheel-disc antilock brakes

Standard SOS Post-Crash Alert System

Standard trailer sway control

Optional rearview camera

Learn more at Muscle Mustang & Fast Fords (1-year auto-renewal)

Source : www.cars.com

2012 Ford C-Max Specs and Reviews

In line with Ford's globalized product lineup, the automaker's second-generation Grand C-Max will be sold in the U.S., where Ford simply calls it the C-Max. This marks the first time the people-mover has been sold here.

With sliding doors and up to three rows of seats that can accommodate up to seven, the C-Max competes in a segment that's made limited inroads in America: compact minivans. The only genuine competitor is the Mazda5, but you might also shop the C-Max against small crossovers with optional third rows, like the Toyota RAV4 and the Kia Sorento. 

The front-wheel-drive C-Max offers two four-cylinder engines, both with a six-speed automatic transmission. Trim levels are the S, SE and SEL.

Exterior

With a large trapezoidal front air inlet, triangular fog light portals and a thin grille, the C-Max looks like a supersized version of Ford's Fiesta subcompact. Around back, the taillights sit next to a broad rear window. Despite having a third row, the C-Max is just 6.4 inches longer than Ford's 2012 Focus hatchback. It's shorter and wider than the Mazda5.

The C-Max S carries 17-inch steel wheels. The SE and SEL have 17-inch alloys. An available hands-free liftgate is an industry first: Approach the car with an armful of groceries and the key fob in your pocket, and you can wave your foot under a bumper sensor to open the power liftgate.

Interior

Up front, the cabin carries a lot of similarities to the Focus. A central pod of stereo controls and air vents sits above the climate dials, and uplevel models have silver and piano-black accents, as well as dual-zone automatic climate control. An optional panoramic moonroof extends over the second row.

Most trims will have three rows. The third row, which has two seats, is accessible via a walk-in sliding feature with the second-row seats. Alternately, the middle position for the second row can fold and stow, creating two captain's chairs and a center aisle.

Fold the second and third rows down, and the C-Max's 70.2 cubic feet of maximum cargo volume is competitive with small, three-row crossovers; it beats the Mazda5's 44.4 cubic feet with the second and third rows down.

Under the Hood

The C-Max's standard 2.5-liter four-cylinder makes 168 horsepower and 167 pounds-feet of torque. An optional turbocharged 1.6-liter four-cylinder makes the same 168 hp but a slightly higher 173 pounds-feet of torque, with better fuel efficiency to boot. Ford says both engines run on regular gas, but with premium fuel the 1.6-liter is rated at 180 hp.

The C-Max rides a four-wheel-independent suspension, with a six-speed automatic standard for either engine.

Safety

Standard safety features include three-row, rollover-sensing side curtain airbags, antilock brakes and an electronic stability system. Learn more at Automotive Technology: Principles, Diagnosis, and Service (3rd Edition)


Source : www.cars.com