Ford Escape - A New European Adventure

The Escape - In San Francisco!

The new Ford Escape is a great departure from the original model. There are very good reasons for this, and it's good news for American car buyers.

The original Escape was a junior version of Ford's Explorer, which was hugely popular at the time--and seemed to need a companion for folks who wanted a smaller SUV. The Escape, since it arrived, has competed with models such as Honda's CR-V and Toyota's RAV4.

The original car, though was based on a Mazda platform; Ford sold off its interests in the Japanese brand years ago, so the new Escape is based on the European Ford Kuga, a car that we never had in the U.S. before. Much like the Focus, Fiesta and Fusion, the Escape is now a world car, although the Escapes we get are assembled in Louisville, Kentucky.

The new model couldn't be more different. While the original Escape followed the "two-box" model, with an upright windshield, flat hood, blunt nose, and squared-off cargo hold in back, the new one is much more edgy. It's really the ultimate crossover, with the carlike feel that's popular with buyers today. That means a larger, longer windshield (the new Escape's is like a minivan's), and any hint of truck is banished. The "utility" part remains, with folding rear seats and a rear liftback.

The new Escape is touting its special foot-activated liftback. Although my Deep Impact Blue Metallic tester did not, for some reason, have this feature, it's great for those times when you arrive at your car with your arms full and just want to open the rear hatch.

The inside of the new crossover carries over the European design theme. No surface is plan or simple. The dash and doors are built of angles and interactions, so your eye doesn't settle anywhere easily. The look is interesting, and even exciting. Ford's interiors in recent memory were more likely to be plain and subtle.

As usual, there is a hierarchy of models, from S to SE to SEL to Titanium. The differences are too many to lay out here, but you can get a fairly straightforward family hauler or load it up as a Titanium with pretty much every option imaginable. Ford's website lets you configure the one you want and price it out before visiting a dealership.

My test car was an SE. That meant 17-inch alloy wheels outside, cloth seats inside, and the equipment most crossover buyers would want, including air conditioning with climate control, a sound system that includes satellite radio, remote keyless entry, and all the airbags you could imagine. A couple of modest packages added things like black roof rails with crossbars, and the MyFordTouch system.

MyFordTouch lets you configure what you're looking at on the dash and access your phone and car controls with voice commands. As computer and smart phone users, we expect to be able to customize these items, and you can. You can make hands-free phone calls, change audio programming and adjust the climate control with a flick of a switch on the steering wheel and some clearly enunciated words. With practice, I've gotten the system to work fairly well, but there is a learning curve.

Ford wants the new Escape to be fuel efficient, and offers three four-cylinder engines. The standard one is a carryover 2.5-liter unit that puts out 168 horsepower and 170 lb.-ft. of torque. But the excitement is  around the two EcoBoost powerplants, including a 1.6-liter and a 2.0-liter. The smaller of the two, despite its compactness, beats the 2.5-liter, with 178 horsepower and 184 lb.-ft. of torque. The 2.0-liter unit is the sporty one, with 240 horsepower and 270 lb.-ft. of torque.

My tester had the 1.6-liter under the hood, and it did a decent job or moving the 3,500-lb. car down the road. It was not a rocket going uphill, however. I'd like to see how the 2.0-liter unit would pull. In any case, I averaged 22 miles per gallon, which is not the 26 average that the sticker claims (23 City, 33 Highway). I may have skewed it with too much bumper-to-bumper commuting, but I'd like to do better with such a small engine. Both EcoBoost engines require premium fuel, which adds at least a dime to every gallon you buy.

All Escapes use a six-speed automatic transmission, and all-wheel drive is available. In this application, four-wheel traction is intented as a safety feature and is not really intended for any serious off-roading. Ford makes other vehicles to help you with that.

Like other new Fords, this car drives well, with taut handling, a firm suspension, comfortable, supportive seats, and some feedback to your hands through the wheel of what's going on below. This really is the family wagon of the 21st century, and Ford is surely hoping that this radically different Escape will continue to be a bestseller.

Prices start at $23,295 for an S and move up to $31,195 for the Titanium. My SE, with options and delivery, came to $28,335. All prices include shipping.

Ford, the company that made a fortune on SUVs in the 1990s and early 2000s, has been adapting to a changing marketplace. Expect to see more crossover vehicles like this new Escape and the hybrid C-Max in showrooms and on the road. The EcoBoost engines, which deliver "next-size-up" power with more efficiency, will proliferate. And sharing a platform worldwide will keep costs down. And Fords will not be boring, you can count on that.

Ford Fusion - A Beautiful New Start

Ford's new Fusion takes its place as a milestone vehicle for the company. Much like the 1949 smooth-sided post-war triumph and the 1986 Taurus, this car sets the tone for the future.

The Fusion, as a midsize sedan, has its work cut out for it, battling the longtime favorites the Toyota Camry and Honda Accord, not to mention the ascendant Hyundai Sonata, redone Chevrolet Malibu, and a renewed Nissan Altima. But the Ford is a truly beautiful car, and that is one way to differentiate yourself in this segment.

The Fusion arrived in 2005 when as a 2006 model, it took over the role of the old Taurus, which had run its cycle. The Fusion bore the look of Fords of its day, with clean but uninspiring lines. After some styling excesses in the late 1990s Ford was understandably cautious. A 2010 restyling of the ends and dash earned the Fusion a Motor Trend Car of the Year trophy. But the 2013 is all new.

Look at that Aston Martin grille. That's a theme working its way through the Ford line, along with shrunken oval logos and squinting headlamps. The handsome exterior, with its folds, athleticism and edginess, comes from the European styling studios, and aligns with the New Focus and Fiesta--and the resurgent Taurus. Ford is leveraging its models worldwide now more than ever, and we are benefiting from this here in the U.S.

The interior of the new Fusion is as enthusiastic as the exterior. Especially notable are the silvery plastic trim pieces, which define the dash and the doors in a way unthinkable in the sober old car. The instrument panel is configurable, and I took advantage to show things like fuel economy on the left and my entertainment selections on the right. When you use the Bluetooth phone connection it displays the caller's name and number there, too. It's what we expect now--more personalization.

The dash has touch-sensitive controls for the climate system. You have to be careful not to accidentally touch one and change your settings. Also, it requires careful finger placement, which could take your eyes off the road. One way to avoid that is to use the SYNC system, which works on voice commands. It can be very effective or make annoying or even hilarious mistakes, but I did use the system to dial a friend by simply asking the system to "Dial Bob Smith" and it worked. It's a Star Trek user experience for today.

The new Fusion is the first car to offer three different power choices--a standard gasoline engine (in three sizes), a hybrid, and a brand new plug-in hybrid called the Energi. I was able to sample the first two--a Ginger Ale Metallic SE with the 16-liter Ecoboost engine and an "Ice Storm" Hybrid. While they looked very much alike on the outside, the experience with them was a bit different.

The SE employs Ford's latest EcoBoost engine technology. This means that a 3,400-pound car is powered by an engine displacing only 1.6 liters. That sounds like it belongs in a subcompact hatchback,  but with the EcoBoost enhancements (providing 178 horsepower and 184 lb.-ft. of torque) it was actually just fine. The goal of EcoBoost is to improve overall fuel economy by using a smaller engine to get the same performance as a larger engine. The engine in my tester was hooked to a six-speed automatic, but the SE is also available with an optional six-speed manual. I would like to sample one someday.

The other two models in the standard gas lineup include the S model, which features a traditional 2.5 liter inline four-cylinder, which, though larger, puts out 3 fewer horsepower than the 1.6 (and 9 fewer lb.-ft. of torque. Such is the power of EcoBoost to get more out of less.

The Platinum, top-of-the-line Fusion, uses a 2.0-liter EcoBoost four-cylinder, which churns out a robust 240 horsepower and 270 lb.-ft. of torque, making it the rocket of the group. Sadly, you can't equip it with the six-speed manual (yet). That would be a great one to match against some European sport sedans.

My SE had automatic shutoff when I stopped at a light. That helps improve fuel economy, and is a new technology in the U.S. With all that, I earned 22.0 miles per gallon--decent, but not quite the 23 City, 36 Highway EPA numbers Ford boasts.

The Hybrid Fusion enjoys all the look and feel of the standard cars, but offers a proven hybrid platform. It has been popular in the old Fusion, and I was able to get 37.1 miles per gallon from my test car. This is remarkable compared to the standard car--but also in being significantly lower than the 47 City, 47 Highway and 47 Average claimed by Ford's EPA tests. Apparently other testers, including the buff magazines, have had similar results.

The Hybrid offers some extra fun with its configurable instrument panel. Choose from four levels of  small graphs that indicated gasoline usage, electricity use and generation, and much more. You can also see how much energy is "recovered" from the regenerative braking system. On the right side of the panel, the Efficiency Leaves display grows greenery when you drive efficiently--and the leaves flutter away when you don't (or can't), such as when accelerating uphill on the freeway. Driving on mostly electric power in commute traffic fills them back in. It's "gamification," but it's effective in influencing your driving behavior--if you pay attention.

The Hybrid is heavier, and feels more planted on the road, but loses four cubic feet of trunk space from the presence of the extra batteries. On the freeway, it was able to run in EV electric only mode at up to 62 miles per hour -- a bump from 47 mph in the old car. With its comfortable seats and silent powertrain, the Hybrid was a very pleasant commuter.

When you shut off the Hybrid, it tells you how many of the miles on your trip were as an EV--when you were driving with the engine off. I found that overall, it was about a third of the time, but in town, around half of the time. Like other hybrids, this dual powertrain is especially effective in city or bumper-to-bumper commute travel, since the gas engine shuts off so frequently, and when you're sitting still, neither petroleum nor electrons are consumed.

Pricing varies significantly for the Fusion. The S model starts at just $22,495 and the Titanium, with its leather interior, automatic climate control, greater power, larger wheels, upgraded audio system, and other extras, starts at $30,995. My SE, with the Luxury Package, Technology Package, Driver Assist Package, and more, came to $30,975. Other than having the 1.6-liter engine, it was practically a Titanium as equipped. All prices included shipping charges.

The Hybrid, sold in SE level only, starts at 27,995.

The new Fusion is tremendously impressive, and with its range of choices can provide affordable family transportation, environmental responsibility, and, loaded up as the Titanium, something approaching a luxury ride. It's more than just another pretty face, and from what Ford has been saying and doing, you can expect to see continuing improvement and innovation from Ford's midsize competitor.

Mustang Boss 302 - Powerhouse with a History

Ford's perennially popular Mustang is available in multiple variants. I recently drove the GT, which features its 5.0-liter V8 and manual transmission. The Boss 302, however, is an even mightier beast, and relates back directly to the 1969-70 model Boss 302.

The original car was designed to compete in the SCCA Trans-Am racing series, where it battled Chevy Camaros, AMC Javelins, Plymouth Barracudas and Pontiac Firebirds. There were around 7,000 copies sold to buyers who wanted the 428 Cobra Jet engine and other high performance upgrades.

The Boss 302 returned for 2012. I had a chance to sample a 2013 Grabber Blue example. Like the 1970 model, it featured the reflective "hockey stick" graphic along the side and Boss 302 logos. And like the original car, it offered many performance upgrades over the GT model.

To start, its 5.0-liter V8 is pumped up to 444 horsepower from the GT's already formidable 412. There are 380 lb.-ft. of torque to go with that. Yes, those are big numbers, but in the kind of driving I normally do, it meant the car was fast, but, being a modern engine, docile in traffic. I regret I was unable to put it on the racetrack to see what it would do. I had to settle for the occasional trip up an onramp to the freeway.

EPA numbers are 15 City, 26 Highway--averaging 19. I averaged 15.8 mpg, admittedly, in much too much commute traffic. The Green Vehicle Guide numbers are 6 for Air Pollution and 4 for Greenhouse Gas--not bad considering the enormous power the 5.0-liter generates.

The close-ratio six-speed manual was fun to use--although commuting with it was sometimes tiresome. But controlling that much power is a rare treat, and the ball shift knob lent a feeling of nostalgia for the old car (which I never got to drive, by the way). The clutch is upgraded in case you feel like taking the car on the racetrack.

Speaking of racetracks, there's a Laguna Seca model of the Boss 302 (with a badge featuring the Laguna Seca logo inside the shape of the track itself). It further improves the car with Recaro sport seats, a Torsen limited slip differential, revised suspension rates and a larger rear stabilizer (than the standard Boss 302). I've driven at Laguna Seca and it would be a joy to try it with this model. Maybe next year. You can order the Laguna Seca in School Bus Yellow with Sterling Gray accents--an homage to Parnelli Jones' 1970 Trans-Am winning car.

Every Boss 302 has numerous handling improvements, including higher-rate coil springs in each corner, stiffer suspension bushings, and a larger rear stabilizer bar. The front splitter and rear pedestal spoiler not only hark back to the original but provide added downforce and grip.

The model gets special lightweight 19-inch alloy wheels in macho black. They are a half inch wider in back than in front, with Pirelli PZero summer tires configured for each end. Behind these wheels are Brembo brakes with four-piston front calipers and14-inch discs up front; in back, the pad compound is fortified. Top this off with vented brake shields and tuned anti-lock braking and you should be fine on the racetrack, if you're lucky enough to visit one. And when you're there, you can remove the front fog-lamp covers for extra brake cooling.

Regardless of all of these physical upgrades, the Boss 302 is still a Mustang, and it is a somewhat impractical combination of 3,600 pounds of bulk and shortage of useful hauling capacity. Of course, nobody buys a car like this because of its value in helping their friends move or carrying lumber from the yard. The satisfaction comes from the strong, solid, rapid response you get when you press the gas or shift a gear.

Over many years and generations, Mustangs have refined the look of the interior to feel historically authentic while being very much a part of today's world. For 2013, Ford's voice-activated SYNC system has been integrated in. The dash doesn't show you as much at a time as you get in, say the brand-new Fusion, but you can integrate with your music player or phone in a way drivers of the '70 model could only imagine (and probably wouldn't). The 180-mph speedometer and 9K tachometer aid the driver's high speed fantasizing.

One high-tech feature sure to please modern motorists is Track Apps, which uses a 4.2-inch screen to monitor performance measures such as g-forces, acceleration times (quarter mile and 0-60), and braking times.

What does all this cost? The base price is $42,400, plus $795 delivery charges. My tester had $1,995 worth of options, including the Recaro seats and limited-slip differential that you'd get with the Laguna Seca model. If you want this kind of motorized entertainment and presentation, that will not stop you from heading down to your local Ford store.

The Boss 302 does rumble loudly when you start it. My wife heard it in the back of the house when I turned the key in the driveway up front at 6:45 a.m. My neighbors were surely glad to see it go.

Ford Explorer Sport Moves Forward--Quickly

The Ford Explorer is widely credited with starting the sport utility vehicle frenzy of the 1990s. Today's rising star is the crossover vehicle, and the Explorer is now a member of that group.

Crossovers have unibody car platforms rather than mounting the body on a separate frame, like trucks do. When the Explorer debuted it was using the truck technology of the day. Today's model is much more comfortable on the road, and that makes sense. Most buyers do not take their cars off the road anyway, even when they have four-wheel drive.

The latest generation Explorer arrived for the 2011 model year. My tester this time was the new, high-performance 2013 Explorer Sport, which lives at the top of the model line. It boasts a twin-turbocharged Ecoboost V6 that puts out 365 horsepower and 350 lb.-ft. of torque from just 3.5 liters of displacement (the lesser models make do with 290 horsepower).

That's what Ford is doing with Ecoboost--giving the power of the next engine size up. So, a V6 provides V8 power, and a 1.6-liter four-cylinder moves a car such as the Fusion sedan with V6 enthusiasm. Fuel economy improves with this downsizing. If you want a V8, well, sorry.

The latest Explorer is not much like the original two-box design. It wears the swoops and curves of the latest Taurus sedan. Although Ford is already moving in a new styling direction with its freshest vehicles, such as the Focus and Escape, the Explorer is still very modern and up-to-date.

My Sport distinguished itself with a glowing Ruby Red Metallic paint job ($395 extra). It also wore stunning 20-inch alloy wheels and its face got a grille with a low-gloss sterling gray mesh and contrasting shiny ebony bars. No flashy chrome here!

I noted the name "Explorer" boldly drawn across the leading edge of the hood. With the new Flex wearing its model name proudly too, there seems to be a de-emphasis on the Ford brand and a highlighting of the model name--but we'll have to see.

With the name Sport added to its tailgate, the car offer something beyond the "normal" Explorer--on top of the stronger engine. The Sport gets a stiffer chassis, sport-tuned electric power-assisted steering, larger brakes and a paddle-shift six-speed SelectShift automatic transmission. As you'd expect, it's sporty, but no manual transmission is offered (or likely, requested).

As a four-wheel-drive vehicle, the Sport has a dial on the console where you can select your terrain and the car's electronic system supplies the appropriate ride. This "terrain management system" includes Normal - where it stayed with me - as well as sand, snow, mud, and hill descent. Someday, I'll have to take one of these out in the wild and play with that dial.

Driving the Explorer, I can understand the longstanding appeal of this kind of car. Despite weighing nearly two and a half tons, it moves quickly and quietly, and feels stable and secure. Even though fuel economy isn't that fabulous, the car just feels right on the road. EPA numbers are 16 City, 22 Highway, 18 Average; I got 19 mpg. The EPA's Air Pollution number is 5 and the Greenhouse Gas is 4, so it's no environmental paragon, but it'll carry seven people.

The black leather seats in my tester were supportive and felt like those from a sport sedan. With 10-way power adjustment it was easy to set mine up just right. The perforated chairs offered three levels of heat and cool and wore attractive white stitching.

There are three rows of seats. The third row disappears into a flat floor that worked out nicely for bass carrying. I was able to drop just the slim right second-row seat to do the job, leaving lots of room for folks. Grocery carrying was easy with the third row seatbacks folded forward and the cargo net holding everything in place.

I recently drove a new Ford Fusion, and the Explorer is not quite as "styled" inside. The doors and dash flow smoothly, the trim is a matte gray and the design is calm and relaxed. The Fusion feels frenetic by comparison.

Ford has introduced its Sync and MyFordTouch systems into its vehicles over the last few years. That means you can touch the screen at the center of the dash to make changes in your climate, audio and navigation systems--or talk to the system. Voice commands often work fine, but touching is more reliable.

With MyFordTouch, You can use steering-wheel-mounted buttons to customize the left and right sides of the electronic instrument panel to view what interests you at the moment. I like to look at fuel economy, and you can see it on the left - in bright blue - with current and accumulated figures available. The right side offers navigation, entertainment and vehicle data. I enjoyed watching the three-dimensional compass ball, which rolled around gently as I changed direction.

The Explorer, built in Chicago, comes in a range of models, including the base car, XLT, Limited and Sport. You can even order up one with the 2.0-liter four-cylinder Ecoboost engine--which puts out an unexpected 240 horsepower. Prices begin at $29,955 and top out at $41,545 for the Sport. Add a few packages and you get my tester, at $46,640.

The Explorer, designed, built and enjoyed in America, is a great way to drive a big car and do big things. With smaller, but more powerful engines, it is becoming a touch more environmentally sensitive. If you need a smaller SUV, Ford has other options for you, but this is still the original.

Ford Mustang GT - Mighty Fun

The Ford Mustang is by now a classic model, known to all from its 48-year history of giving affordable power and motoring amusement to a vast number of folks. The car is approaching its half-century mark and new designs are being teased to avid readers, but meanwhile, the current car is probably the best Mustang ever.

If you're a true enthusiast and have the means, you can pick the mighty Boss 302 (nostalgically named and appreciated) and the $54,000 Shelby 500 road-going beast. However, you don't have to go quite that far to find excitement and muscle-car performance. Even the "regular" Mustang coupe and convertible feature a strong 3.7-liter V6 that puts out 305 horsepower and 280 lb.-ft of torque. Not bad, although the V6 model weighs in at 3,500 pounds.

My tester, however, was the 2013 Mustang GT, with its 5.0-liter V8, through the optional six-speed automatic transmission. Although a six-speed manual is standard, this automatic has a button on the shifter to allow manual gear selection (clutchless, of course). You can hold in the gear you want up to the redline, so it's up to you how you treat your engine and the other motorists.

I didn't use the manual shifting, as it wasn't really a benefit in my typical driving. I did, however, at the urging of my enthusiastic neighbor, take a ride out on the nice, curving back roads in my community and the car sticks great in the turns, powers out effortlessly, and provides a surprisingly comfortable ride while its doing it. And--this might not be good news for some folks--the V8 is well mannered and less macho than you might expect.

Fuel economy is decent, considering the level of performance here. The EPA gives the Mustang an average mpg of 20 (18 City, 25 Highway). I got 18.3, including my backroad antics, stop-and-go commuting, and occasional ventures past 65 on the freeway when it wasn't packed. The car's window sticker gives Air Pollution rating of 6 and a Green Gas rating of 5. That's right in the middle for a car that is much more fun and energetic than the average Camry or Accord. 

My Sterling Gray Metallic test car had the California Special package, which, for $1,995, adds custom mats, side and hood stripes, side scoops and a pedestal rear spoiler. That spoiler looks good and may have some modest effect at speeds over 100 mph (not attempted), but it does obscure the bottom half of any car following you. The original California Special featured T-bird taillamps and striping and badging, too, and is a collector's item today.

The Mustang's history began with Lee Iacocca's genius transformation of the Ford Falcon economy compact into a sporty car for everyone, but went through the "dressed up Pinto" phase before landing on Ford's midsize platform at the end of the 1970's. In the 1990's it regained some of its classic styling, and the latest car is perhaps the best looking ever. It's all there--the long hood, short deck, side scoops, triple taillamps, and good-looking wheels. Of course there's the horse in the grille, too. My car had the logo tucked into the driver's side of the grille--not center-mounted--but it was still undeniably a Ford Mustang even at a glance.

The interiors of Mustangs have not always been the most attractive or hospitable, but over the last decade or so dashboards have become more handsome and squeak-free, controls have the right heft, and the classic look--twin hoods, large circular gauges, pleated bucked seats, console shifter and plenty of Mustang logos--is there to enjoy.

One feature simply  amazed me. You may know that some cars offer "puddle lamps," which are lights that shine onto the ground from under the side mirrors. The idea is to help you see where you're stepping at night. The Mustang has them--and they are large, clear images of the Mustang horse logo.

The car is fine for travel, although the forward-projecting headrests caused me to recline the seatback more than I really wanted. The rear cushion reclines, but the entire seat can be angled electrically to help you find a good position. The rear seats are not for people--but are handy for carrying a jacket or briefcase. For me, the car was useless as a bass carrier. The interior was too tight for the big upright and the trunk, with its bulky subwoofer that comes with the optional Shaker Pro audio system, wouldn't even carry an electric bass guitar. The back seat served the purpose.

Mustangs have always come in a range of prices. My GT Premium tester, with its mighty engine and performance mission, base priced at $34,300, and by the time you add in the optional equipment, hit $40,230. The entry point for Mustang ownership is $22,995, including shipping.

With its long history, great looks, powerful engine, and reasonable entry price, the Mustang, built in Flat Rock, Michigan, is an all-American success story.

Ford Flex - Big and Comfy Crossover

Look, Ma, no Ford logo!

The Ford Flex still reminds me of a MINI Cooper on steroids--thanks to its upright shape and white roof. But it could probably hold a MINI in its cargo area.

This is one nice family hauler, with room for up to seven, if you fold down the third row seats. The fronts are plush buckets, the middle row ditto, and the rears? Well, they fold down invisibly in two halves to make a flat cargo floor or pop up with the pull on a strap or two. Every passenger gets a sunroof, too, with glass (and manual shades) for all three rows. Only the one in front opens, however.

The Flex gets a new face this year, and it is a surprising turn. The Ford oval logo is gone! Instead, the letters F  L  E  X are spread across the leading edge of the hood and a solid chrome bar runs through the grille. This new look echoes a general move away from blatant badging on Ford's part. Just wait until the new Fusion appears this fall for the big change.

The Flex offers two 3.5-liter engines. The standard one puts out 287 horsepower and 254 lb.-ft. of torque, while the EcoBoost model essentially replaces the old V8 with 365 horsepower and 350 lb.-ft. of torque from the same displacement. Ford is introducing EcoBoost throughout the line over time to get the power folks expect from larger engines from smaller displacements.

My Ginger Ale Metallic tester was an SEL model with all-wheel drive.With the standard engine, it was ranked 17 City, 23 Highway, or 19 average. I averaged 18.9 mpg--almost exactly what the EPA says.

Ford's programmable instrument panel displays are standard in the Flex. You can choose the information you view on the left and right sides of the main instrument panel gauge. I liked looking at fuel economy numbers on the left and the entertainment system on the right, but you can view other functions using steering wheel mounted buttons.

The center console display offers a quartered home page with phone, Audio, Information and Climate quadrants. Touch the inside corner of any and a full screen display gives you details. 

The Flex had the first instance I've seen of the new inflatable seatbelts ($195). These fatter-than-usual straps inflate when a crash is sensed and give added protection to the torsos of the middle-row rear seat passengers during an accident.

A couple of 21st-century annoyances: I had trouble keeping my phone connected to the Bluetooth system, but this is a common issue in cars--Bluetooth is still a little unreliable.I also was slightly annoyed when the iPod hookup kept losing the shuffle feature and had to be restarted each time.

The Flex crossover fits in the Ford lineup in between the midsize Explorer and the full-size Expedition SUVs. It has a significantly lower ride height.

Prices start at $31,710 for the SE, but my SEL tester, with options, came to $41,935. That's really Lincoln territory, and this car probably should be sold as one, considering its upscale appeal. Lincoln does offer the similar (but very different looking) MKT, but the Ford seems at least as nice.

Ford Edge - The Ultimate Crossover

Ford brought out the Edge several years ago as part of its recognition that the market was shifting. Out were the old, boxy, heavy SUVs and in were the "crossover" vehicles. Crossovers are tall cars, on regular car unibody platforms instead of truck chassis, with swept back windshields and, one hopes, more comfort and efficiency.

The Edge had a Ford look about it, and like other models put out in the middle of the last decade, an integrated appearance. It supplemented the lineup next to the legendary Explorer and extra-large Expedition and the compact Escape SUVs and the larger Flex crossover.

The Edge got a mid-cycle redo, and while the basic clean shape remains, now the three-bar grille flows down like lava onto the bumper--in chrome on my car. This ties in with the Fusion sedan, and is a look that Ford is actually moving away from (see the upcoming Fusion for a clue as to where the brand is headed).

The interior features Ford's MyFord Touch system, which gives you an amazing and at times perplexing electronic dash. Behind the steering wheel (nicely leather-covered in my Cinnamon Metallic testcar) you have a central speedometer flanked by two slender panels that you can configure to tell you what you want to know. On the left is fuel, mileage, economy and other useful performance metrics. I kept it handy for average economy, and saw 20.6 mpg, a little below the 24 average Ford proclaims on its window sticker (21 City, 30 Highway). On the right side of the instruments you can view specifics of your navigation system, entertainment, phone, and other interactive features.

The main panel in the center of the dash is a "home page," much like you might have on your PC or Mac. Its four rectangles feature phone, audio, navigation and climate--and give you information about those as needed. Touch the edge of the box near each corner and a full screen opens where you can see--and control--features for each. This is a car with heated seats that are controlled only by touch screen--no buttons.

The actual controls below the screen are tiny touch-sensitive grains of rice. I also found that the four-way flashers (a small red triangle) are activated the same way. I accidentally touched the spot and found them flashing away as I drove down the road. I must have brushed against the control as I adjusted the radio.

The Edge has been motivated by a V6 lately, but my car had the highly efficient EcoBoost 2.0 four-cylinder. You'd never know, though--the two-ton car zoomed along without a problem. That's because despite its size, the Spanish-built engine makes 240 horsepower! That's what EcoBoost is all about. You can also order up a 3.5-liter Ohio-origin V6 if you want that puts out 285 horsepower. The EcoBoost gets around 3 miles per gallon better fuel economy than the six.

My SEL model, with options, priced out at $36,670, but they start at around $28,000.

The Edge gives you the "above the fray" feeling that SUVs do but feels like a nice big car, and was an easy ride.

2013 Ford Fusion - European Beauty Comes Stateside

Ford has been doing everything right lately. Alan Mulally, it's visionary president and CEO since 2006, has helped the company weather the storm of the last few years while building up a new lineup of vehicles. Some of these, such as the subcompact Fiesta and compact Focus, have their origins to Europe, and add the graceful aesthetics and taut packaging that's expected there.

With the arrival of the surprisingly beautiful Fusion, Ford's lineup is now completely refreshed. Sitting in the volume middle of the product line and competing with midsize entries from Toyota, Honda, Nissan, Chevy and others, it looks like another winner from the blue oval folks.

Ford introduced the Evos concept car last year with a new look--a pretty face with lean headlamps and a finely detailed grille like an Aston Martin. It signaled a new look for Ford, and the Fusion gets it. And, the car will offer gasoline, hybrid and plug-in hybrid versions, so it can give Prius shoppers something different to consider.

The new Fusion is due out in the second half of this year.

Edsel Ford Speaks about Racing in America

Last night, I had the privilege of hearing Edsel Ford II, great grandson of Henry Ford, talk about his grandfather and also about a special new exhibit going up in the museum Henry founded. Racing in America will cover all forms of American auto racing, focusing on the theme of innovation.

Taking up 22,000 square feet in the museum, which is 10 miles west of Detroit, the exhibit will cover stock cars, open-wheel cars, sports cars, drag-racing vehicles, winged sprinters and land-speed-record cars.

The Henry Ford Museum itself is much more than just a car museum, although there are plenty of them in there. Its 250-acre campus features five unique attractions and contains more than 26 million artifacts that help teach visitors--and future generations--about the genius of ordinary Americans. More than 1.6 million people visit each year--including more than a quarter of a million school children.

I'll have to make of point of going as soon as I can get back there.

Mr. Ford told us about his great grandfather's race in 1901, in which he entered a lightweight but durable vehicle--called "Sweepstakes." By outlasting the competition and being piloted effectively by the first time racer. Mr. Ford himself, it won. Sweepstakes was discovered years later in the Ford collection and has been restored. That win helped launch support for the Ford Motor Company--and the rest is history.

Now, Mr. Ford is seriously seeking the glass punchbowl which was given to Henry Ford as the prize for his only race. If you know the whereabouts of the punchbowl, be sure to let the museum know.