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(from Ford Press Release) FORD RACING OFFERS RALLY PACKAGE FOR FIESTA, ANNOUNCES FIESTA CLASS FOR RALLY AMERICA SERIES

•Ford Racing is bringing the Fiesta R2 rally kit to the U.S., developed by M-Sport, a move expected to thrill rally enthusiasts across the country
•The R2 package offers several performance upgrades to give competitors a turnkey, rally-ready Fiesta, including powertrain enhancements that pump out 168 horsepower and 134 lb.-ft. of torque
•New Fiesta Sport Trophy Championship will debut in RallyCar’s Rally America Series 2WD class for 2011, designed specifically for competitors who have the Fiesta R2 package installed by Team O’Neil

LAS VEGAS , Nov. 2, 2010 – For rally fans looking to imitate what successful Ford rally drivers Mikko Hirvonen, Jari-Matti Latlava and Ken Block have accomplished, a new Fiesta R2 rally package is the place to start.

Currently available throughout Europe, Ford Racing is bringing the competition-ready package stateside to let enthusiasts turn their five-door Fiesta into a Fiesta R2 that’s ready to compete on the roads of RallyCar’s Rally America National Championship. The package is now available for order through Team O’Neil Motorsports, a division of Team O’Neil Rally School in New Hampshire (info@teamoneil.com ).

The spirit of One Ford is making it possible for us to bring the best of European rally racing to competitors in the U.S.,” said Jamie Allison, director, Ford North America Motorsport. “The Fiesta R2 has already proven itself in Europe as a great platform for aspiring rally drivers.”

The winner of the 2011 U.S. Fiesta Sport Trophy Championship will also have the opportunity to compete in the R2 class during next year’s Wales Rally GB.

Developed by M-Sport, Ford’s WRC associate since 1997, the kit will convert a production Fiesta to rally specification. Included in the package are engine parts that will increase the performance of the 1.6-liter Ti-VCT four-cylinder engine: pistons, conrods, camshafts, valve springs, injectors, airbox, air filter and a sump baffle kit. The performance enhancements deliver 168 horsepower and 134 lb.-ft. of torque, a 40 percent increase in horsepower over the production Fiesta.

Other upgrades include:

•Five-speed Sadev sequential gearbox with flat shift gear cut
•Reiger adjustable dampers with Eibach springs
•Ventilated disc brakes with AP four-piston competition calipers
•T45 steel multipoint roll cage

Team O’Neil Motorsports is the official reseller and authorized installer for the R2 kits. Only cars prepared by Team O’Neil will be eligible for the U.S. Fiesta Sport Trophy Championship.

“The R2 kit provides a fantastic performance and dynamic upgrade for the already strong and light Fiesta platform, transforming it into an instantly competitive and durable rally car,” said Tim O’Neil, founder and president. “We’re really excited to be able to offer this to North American rally drivers.”
In addition to the full R2 kit, Ford Racing will also offer a Stage 1 kit based on the R2 package.

The Stage 1 kit will include parts designed for the rigors of rallying, including a roll cage, ball joints, engine performance upgrades, dampers and a limited-slip differential. The package will offer competitors a lower-cost entry point to take a Fiesta rallying.

New Fiesta Sport Trophy class

Enthusiasts who add the R2 package to their Fiesta will have the ability to compete in the Fiesta Sport Trophy Championship in RallyCar’s Rally America National Championship 2WD class in 2011. The winner of the Fiesta Sport Trophy Championship will be awarded a ride in the R2 class in a Fiesta at Wales Rally GB. Additionally, the winner from the class will have the opportunity to compete in the Fiesta SportTrophy International Shootout in Great Britain for a chance to win a year’s residential placement at M-Sport, working with the BP Ford World Rally team.

“Over the last two years, Ford Racing and the Fiesta have made a significant impact in the AWD Open class of RallyCar’s Rally America, at X Games and in the debut of RallyCross,” said JB Niday, managing director of RallyCar. “To see that emphasis expand into the 2WD class with an opportunity like the Fiesta Sport Trophy Championship is a tremendous indicator of the value placed on the Fiesta program and the commitment to growing Fiesta through rally by Ford.”

The rally kit also is the perfect way for enthusiasts to appreciate all that the Fiesta offers.

“Not only are we offering rally enthusiasts a way to experience the full capabilities of Fiesta, but we’re also giving them an amazing opportunity to test their skills in Europe on their way to perhaps realizing a dream of competing in the WRC,” said Allison.

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About Ford Motor Company

Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 163,000 employees and about 70 plants worldwide, the company’s automotive brands include Ford, Lincoln and Mercury, production of which has been announced by the company to be ending in the fourth quarter of 2010. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford’s products, please visit www.ford.com.

Matech knows how to build and tune Ford GTs. After taking two of these beasts to Le Mans and having won the GT3 class, Matech definitely knows a thing or two about Ford engineering. Watch this trailer and see what you think.

[Source: Matech]

Film Riot decided to take the Fiesta and put there own touch into creating an ad campaign. Ford currently sponsors Film Rot so putting two and two together makes sense. Check out this video.

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It seems as though Ford has been working vigorously in all aspects including new models, redesign, new features, ergonomics, fuel economy, and so much more. This economy has not been stopping them from pumping out more efficient, higher performance, and more gagetized (is that a word?) cars and trucks. The new 2011 Ford Edge is a perfect example of this. As a well desired crossover (the combination of an SUV and passenger car), the Ford Edge is paving the way with an attractive body style and more features. Rather than waiting for the competition to make one step ahead, Ford is constantly making improvements and addressing past problems and desires to further develop the Edge into not just a crossover but the crossover to be reckoned with.

Ford announced that 400,000 Edge crossovers have been sold since late 2006 which is pretty impressive. Ford feels this success has much to do with the Edge’s styling which its competitors seem to be having difficult matching up with. For 2011, Ford has added a few new engine options as well as a remodeled interior. We will discuss this in detail.

Ford researchers have confirmed that the number one reason buyers choose the Edge over its competitors is because of its attractive design, not its efficient V6 or impressive technology.

For 2011, the Edge has continued its likable looks with with a newly designed front fascia and chrome front grille that looks very sleek and clean. New LED running lights seems to be the new fab and the 2011 Edge is no outsider. And yes, those good looking wheels are a factory option. You can also choose from a total of four other new wheel options, including 18, 20, and even 22-inch forged aluminum wheels. Want to buy a new set of tires for those 22-inch wheels though?

As we move to the interior, the 2010 model was not so ahead of the competition but the 2011 Edge has a redesigned dash which is similar to the 2011 Mustang. The center of the dash features those well designed and sleek climate and audio controls designed by Sony. Ford calls these new buttons “touch capacitive” since there are no buttons to push or levers to slide. A simple light touch of your finger will trigger the electronics to do the rest.

Another cool feature of the new Edge’s interior is the instrument cluster hiding behind the steering wheel which Ford seems to be implementing into most of their new models. Two small LCD screens are on either side of the dial speedometer. The left screen displays pertinent vehicle information such as average fuel economy, traction control settings, temperature gauge and tachometer, etc. The right screen displays a summed up version of the information displayed on the large eight-inch touch screen in the center of the dash. These screens are color coded to help the driver recognize which function is displayed – red for the entertainment system, green for navigation, blue for climate control, and yellow for the hands-free phone system. This screen also will show turn-by-turn directions from the navigation system. Two five way switches located on the steering wheel control each of these screens.

The new MyTouch system Ford has developed is also debuted in the new 2011 Edge. This system can recognize over 10,000 different voice commands which will virtually allow you to control nearly everything in the vehicle without y0ur hands leaving the steering wheel. The navigation system has also been upgraded from the DVD or hard-drive based system to a simple SD card setup. This navigation system will set you back $800. If you prefer to do without the navigation, the standard system comes with Sync Services free for the first three years, similar to the new Ford Explorer.

With all these new additions, Ford also solved some simple problems from the previous 2010 Edge. One is the noise inside the cabin. The 2012 Edge is significantly quieter than the previous model which is due to the increased baffles mounted in areas previously vacant. A thicker firewall is also a necessity to isolate the cabin from engine noise. Plastic covering the engine also helps to direct noise away from its owner.

If you have driven a 2010 Edge, you will notice the lack of confidence in the brakes. Ford has solved this by building a firmer pedal feel backed by larger rear rotors as well as new calipers and pads.

The suspension has also been tweaked to accommodate the larger wheels. New springs, shock absorbers, and stabilizer bars were added to adjust for the new unsprung weight wich surprisingly is very smooth even with the 22-inch wheels.

Unfortunately, Ford has yet to release an Ecoboost four-cylinder engine. You will have to wait until late next year to see this as an available option. For the available engines now, there is the 3.7-liter V6 with 305 horsepower and 280 lb-ft of torque in the Sport trim which will give you 18 mpg city and 25 mpg highway. The SE, SEL, and Limited models all come equipped with a 3.5 liter V6 with 285 hp and 253 lb-ft of torque that will give you 19 mpg city and 27 mpg highway. This power it transmitted to either the front wheels or an all-wheel drive system through a six-speed automatic transmission.

Autoblog’s Zach Bowman recounts his 2011 Ford Edge experience: “Ford had us out to the hills of Tennessee to put the Edge through its paces on a variety of roads, from full-on interstates to twisty single-lane threads of asphalt, and rarely did it disappoint. Lean on the throttle in the Sport and you’re rewarded with acceleration that’s quick enough to get you to speed without feeling bored, but slow enough to keep you from getting into too much trouble. Down the undulating apexes of Tennessee’s Natchez Trace Parkway, the Sport felt more planted compared to its SEL sibling, but we’re not entirely sure the average Edge owner would note any differences in the suspension setup. They would, however, note the firmer, more capable brakes in both vehicles compared to the 2010 model. It’s a big – and welcome – difference.”

Now lets talk price. Ford will hand over the keys of an Edge SE starting at $27,220 but if you want all the goodies of the Sport trim, you will have to hand over $36,995 and possibly over $40,000 for even more options.

[Source: Autoblog, Zach Bowman, Ford]

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The next generation Boss 302 is finally here. Dave Pericak, the Mustang chief engineer explains:

“Boss is a hallowed word around here, and we couldn’t put that name on a new Mustang until we were sure everything was in place to make this car a worthy successor. We were either going to do it right or not do it at all – no one on the team was going to let Boss become a sticker and wheel package.”

This special edition from Ford comes with an upgraded clutch, short-throw shifter, adjustable suspension, improved brakes, and a new intake and more aggressive camshafts that increase output of the 5.0-liter V8 to 440 horsepower and 380 lb-ft torque. Ford engineers have also been testing and developing this new Boss against the BMW M3 and claim it will beat the famous rivalry coupe around Laguna Seca.

The C-stripe and Boss 302 badging is what we have seen before and expect from the legendary 1969 and 1970 Boss 302. It is also equipped with either a black or white roof panel, closed fog lap openings, and a more aggressive front splitter and rear spoiler. Colors include Competition Orange, Performance White, Kona Blue Metallic, Yellow Blaze Tri-Coat Metallic, and Race Red.

If you like to hear that exhaust tone from the 302 engine, Ford has removed eleven pounds of sound-deadening material to fulfill the experience. The interior is also treated with a dark metallic finish for the instrument panel, gauge cluster, and door panel trim along with an Alcantara-covered steering wheel and an optional package with Recaro high performance seats.

If you want an even more limited production Boss 302, Ford is releasing a limited number of Boss 302 Laguna Seca models that provide more body stiffness, a stronger chassis, and an aero package similar to the Ford Racing Boss 302R.

Stay tuned for more pictures.

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Press Release:

MONTEREY, Calif., Aug. 13, 2010 – Ford gave the green light only once before: In 1968, management approved a special Mustang – a car that sacrificed nothing in its quest to be the best all-around road-going performance machine ever created by Ford Motor Company. That car became the 1969 Mustang Boss 302, and it remains one of the world’s most sought-after examples of American performance.

Forty-two years later, Ford has given the green light again.

The team of Ford engineers, designers and stylists – all Mustang enthusiasts to the core – that created the groundbreaking 2011 Mustang GT has distilled a new model to its purest form, strengthening, lightening and refining each system to create a race car with a license plate. Its name: the 2012 Mustang Boss 302.

“The decision to build a modern Boss was not entered into lightly,” said Derrick Kuzak, group vice president, Global Product Development. “The entire team at Ford felt the time was right and with the right ingredients, the world-class 2011 Mustang could support a successful, race-bred, worthy successor to the original Boss 302. For us that meant a production Mustang that could top one of the world’s best – the 2010 BMW M3 – in lap times at Laguna Seca. We met our expectations.”

To celebrate the racing heritage of the new Mustang Boss 302, Ford will also offer a limited number of Boss 302 Laguna Seca models, named for the track where Parnelli Jones won the 1970 Trans-Am season opener in a Boss 302. Aimed at racers more interested in on-track performance than creature comforts, the Boss 302 Laguna Seca has increased body stiffness, a firmer chassis set-up and an aerodynamics package carried over almost in its entirety from the Ford Racing Boss 302R.

Philosophy and powertrain

“The new Boss 302 completely redefines Mustang capability,” said Mark Fields, Ford president of The Americas. “That the Mustang team was able to take the current Mustang GT – already a world-class performance car – and refine it further for peak track performance shows the commitment Ford has to this car and its legions of fans.”

Driving the 2012 Mustang Boss 302 was intended from the outset to be a visceral experience, packed with raw, unbridled performance across the spectrum: Acceleration, handling, braking, and top speed are all equally matched for perfect balance on a car operating within the framework of legally defined safety, noise and emissions regulations.

“The team at Ford wanted to offer their fellow Mustang enthusiasts something really special – a beautifully balanced factory-built race car that they could drive on the street,” explains Dave Pericak, Mustang chief engineer. “The Boss 302 isn’t something a Mustang GT owner can buy all the parts for out of a catalog or that a tuner can get by adding a chip. This is a front-to-back re-engineered Mustang with every system designed to make a good driver great and a great driver even better.”

Led by Mike Harrison, the V8 engine team approached Boss from the top down: With 412 horsepower from 5.0 liters, the 2011 GT engine was already an incredible performer. But to achieve the high-rpm horsepower that would make the engine competitive on the track, a new intake was essential. The resulting runners-in-the-box plenum/velocity stack combination the engine team developed was impressive enough that it got the green light after one short drive.

Helping the intake build power, revised camshafts using a more aggressive grind are actuated with the same twin independent variable camshaft timing (Ti-VCT) mechanism used on the Mustang GT. More aggressive control calibration yields 440 horsepower and 380 lb.-ft. of torque, while still offering a smooth idle and low-end torque for comfortable around-town driving.

A race-inspired clutch with upgraded friction materials transmits power, while a short-throw, close-ratio six-speed manual transmission handles gear change duties.

Power is delivered to a 3.73 ratio rear axle using carbon fiber plates in the limited-slip differential to improve torque handling and longevity. For those who want even more precise control over power delivery, a torque-sensing (Torsen) limited-slip differential is an available option coupled with Recaro front seats.

Sounds like the Boss

While the powertrain team defined output targets that would yield an ideal balance with the chassis, another team made sure the car made the kind of sounds owners and enthusiasts would expect from a Mustang Boss.

Up front, a Boss-specific intake system is tuned to feed the engine with minimum restrictions. A retuned induction sound tube provides concrete aural evidence of what’s occurring under the hood. And, in the Boss exhaust system engineers really had some fun.

“With an exhaust system, we have to consider three constraints: legal noise restrictions; backpressure, which can rob power; and ground clearance,” explains Shawn Carney, Mustang NVH engineer. “Since the 2011 Mustang GT exhaust is already so free-flowing – it came in way under our backpressure targets – we already had excellent performance; we were able to tune the exhaust system for a unique sound. Combined with the rush of the intake, the exhaust system really envelops the driver in V8 sound.”

Every Boss features a unique quad exhaust system: Two outlets exit in the rear similar to a standard Mustang GT. The other two outlets exit to either side of the exhaust crossover, sending exhaust through a set of metal discs that act as tuning elements before the pipes terminate just ahead of the rear wheel opening. Visually subtle, the side pipes flow very little exhaust but a lot of exhaust sound, providing a sonic experience unlike any other Mustang – and giving home tuners an additional avenue for modification.

“We added the attenuation discs to meet legal regulations, but we knew buyers might operate these cars in situations where noise regulations weren’t an issue,” Carney said. “The disc is removable and includes a spacer plate sized to match aftermarket exhaust dump valves. If an owner wants to add a set of electric valves, they just undo two bolts on either side; the disc and spacer slide out and the valve will slide right in. And the side pipes are tuned so that drivers can run wide-open and the sound levels are comfortable – very aggressive but livable for an all-day track outing.”

Carney further explains the thinking behind the unusual step of an OEM easing aftermarket component installation. “We’re Ford engineers, but we’re also enthusiasts,” he says. “We understand owner mods are part of the Mustang experience, so we try to help where we can.”

Suspension and steering

In keeping with the Boss mandate to provide the best-handling Mustang ever, the already strong Mustang GT suspension system has been further refined. Higher-rate coil springs on all four corners, stiffer suspension bushings and a larger-diameter rear stabilizer bar all contribute to the road racing mission, and Boss models are lowered by 11 millimeters at the front and 1 millimeter at the rear versus the Mustang GT. The real key to handling, though, is in the adjustable shocks and struts, standard on all Boss Mustang models.

“We’ve given drivers five settings for their shocks,” says Brent Clark, supervisor of the Mustang vehicle dynamics team. “One is the softest, two is the factory setting and five is the firmest, and we’ve provided a wide range of adjustment. A customer can drive to the track on setting two, crank it up to five for improved response on the track, then dial down to one for a more relaxed ride home. What’s unique is that drivers will find – thanks to the way the suspension works as a complete system – the softest setting isn’t too loose and the firmest setting isn’t too controlled; each step just provides additional levels of control.”

Also unique is the method of shock adjustment. Ditching the weight and complexity of electronic wizardry, the Mustang team opted for traditional race-style hands-on adjustability – similar to the Gabriel shocks available on the original Boss 302.

“The shock adjustment is right at the top of the shock tower, built into the rod and easily accessible from under the hood or inside the trunk,” says Clark. “You just take a small flat-head screwdriver, turn the adjustment screw between one and five, and head back out onto the track.”

To complement the suspension, the speed-sensitive electronic steering system has been retuned to maximize feedback and road feel to the driver. The driver is also given the option of fine-tuning the steering feel to his liking by selecting one of three settings through the instrument cluster menu: Comfort, normal and sport modes help offer track-tuned steering when desired without sacrificing low-speed maneuverability in parking situations and everyday commuting.

Similarly, Boss receives unique traction control system (TCS) and electronic stability control (ESC) settings to help drivers achieve maximum performance whether on the street or at the track. Both systems can be completely disabled in controlled track situations where maximum driver skill is utilized, or fully engaged for maximum safety during normal driving or in less-than-ideal traction conditions. Intermediate sport mode allows drivers to push their cars hard at the track without completely disabling the safety systems, permitting more aggressive driving before the TCS and ESC systems intervene.

Brakes, wheels and tires

Working in concert with the suspension upgrades, Boss 302 receives unique, lightweight 19-inch black alloy racing wheels in staggered widths: 9 inches in front, 9.5 inches in the rear. The Pirelli PZero summer tires are sized specifically for each end of the vehicle, with the front wheels receiving 255/40ZR-19 tires while the rear stays planted thanks to 285/35ZR-19 rubber.

The combined suspension and tire package allows Boss to achieve a top speed of 155 mph and become the first non-SVT Mustang ever to achieve more than 1.0 g of lateral acceleration.

Boss braking is also up to the challenge, using Brembo four-piston front calipers acting on 14-inch vented rotors up front. In the back, standard Mustang GT brakes are upgraded with a Boss-specific high-performance pad compound. Combined with vented brake shields and unique Anti-Lock Brake System (ABS) tuning, Boss drivers get maximum control and rapid, repeatable fade-free stops in road and race situations alike.

The Mustang team spent considerable time ensuring the brake pedal feel met the expectations of performance drivers. Boss receives unique low-compressibility brake lines that expand up to 30 percent less than traditional flexible brake lines, allowing maximum fluid pressure to reach the calipers in the least amount of time, giving the driver a sensation of being connected directly to the brake pads.

“This car is wicked fast, so we put a lot of emphasis on giving it comparable stopping power,” says Clark. “We started with a race-proven brake system and tuned it specifically for the characteristics of the Boss 302 and its mission. They’re the best brakes ever installed on a Mustang, and they give consistent, repeatable braking performance on the street and the track.”

As a result 60-0 stopping distances for the Boss are improved by approximately three feet versus the Mustang GT with available brake package; combined with suspension and engine improvements, Boss is expected to show approximately a two-second lap time improvement over the GT on a typical road race course. But the numbers tell only part of the story.

“We achieved measurable improvements over GT, which was already one of the best-braking cars we’ve ever designed,” explains Clark, “but what’s harder to quantify is how good these brakes feel to a driver in a race situation. Like everything on this car, the brakes are more than the sum of their parts: They’re tuned from pad to pedal to work perfectly as a system, and the difference is dramatic.”

Exterior and interior design

Changes to the Mustang Boss exterior are subtle but unmistakable. True to its race-bred heritage, every component that could potentially aid aerodynamics or engine/brake performance was examined to make the vehicle more competitive, while chief designer Darrell Behmer refined the styling to evoke the 1969 Boss in a contemporary way.

“We approached this as curators of a legend,” explains Behmer. “We’ve taken design cues from the ’69 Boss street car and the menacing Bud Moore/Parnelli Jones race cars and carefully updated them to give the 2012 the proper bad-boy attitude that is unmistakably a Boss Mustang.”

To set Boss apart, each car will have either a black or white roof panel, coordinated to the color of the side C-stripe. Available exterior colors are Competition Orange, Performance White, Kona Blue Metallic, Yellow Blaze Tri-Coat Metallic and Race Red.

Up front, a unique fascia and grille are highlighted by the blocked-off fog lamp openings and aggressive lower splitter, a version of the design used – and proven – on the Boss 302R race car. The front splitter is designed to function at high speeds by efficiently managing the air under and around the car. It helps to reduce underbody drag and front end lift while more effectively forcing air through the Boss-specific cooling system. At the rear of the car, the spoiler was chosen to complement the front aero treatment and minimize overall drag.

“What we were after on Boss was reduced overall lift with improved balance,” says Pericak. “We needed to keep the car glued to the street or the track at high speeds without increasing drag or affecting top speed and fuel usage. The end result is an aero package that uses front, rear and underbody treatments not for show, but for effect – the balance and stability of this car all the way to its 155-mph top speed is just outstanding.”

Inside, a unique Boss steering wheel covered completely in Alcantara suede complements the standard seats, which are trimmed in cloth with a suede-like center insert to firmly hold occupants in place. Boss customers who want the ultimate seating experience can select a package that includes Recaro buckets, designed by Ford SVT in cooperation with Recaro for high performance Mustang models, and shared between the Boss and GT500.

A dark metallic instrument panel finish, gauge cluster and door panel trim also differentiate Boss from the standard Mustang, while a black pool-cue shifter ball and “Powered by Ford” door sill plates further remind customers they’re in a special car.

The Boss interior gets an aural kick thanks to what’s been removed. Eleven pounds of sound-deadening material have been eliminated to let occupants further enjoy the intake, engine and exhaust note.

“Boss is a hallowed word around here, and we couldn’t put that name on a new Mustang until we were sure everything was in place to make this car a worthy successor,” explains Pericak “We were either going to do it right or not do it at all – no one on the team was going to let Boss become a sticker and wheel package.

If you have read the article on the new 2011 Ford Explorer, you know how much technology Ford has put into the new Explorer such as blind spot monitoring, trailer sway control, and a terrain management system. Watch these videos for a demonstration.

[Source: Ford]

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The 2011 Ford Explorer has finally been revealed to the public. Here we will look at the improvements Ford as put into the Explorer which range from a variety of new powertrains and improvements in fuel efficiency to a newly redone and enhanced interior and driver comfort.

If you have been keeping up to date with the new technology coming standard in cars these days, Ford has no been lagging in this department and it shows in the 2011 Ford Explorer. The MyFord Touch interface will be integrated into the 2011 Ford Explorer as it has already been seen in the Edge, Focus, and Lincoln MKX. This sophisticated center dash computer has a smooth surface with capacitive touch buttons to manage the audio and climate controls. This system will be standard on XLT and Limited Explorers. If you decide for the lower end of the Explorers, you will received a non-touch version or simply the MyFord. This version has an instrument cluster with a single 4.3 inch LCD display alongside the analog speedometer and a second non-touch 4.3 inch display in the center dash. Although there is no touch features, the buyer can add the Sync along with the newly integrated voice recognition capabilities.

MyFord Touch features the same dual 4.3 inch display that debuted lasy year in the Fusion Hybrid as SmartGauge. The center dash display is replaced by an eight inch touch screen. If that is not enough technology for you the MyFord Touch also adds several data inputs including two USB ports and an SD flash car slot. This will allow you to charge your phone and have use of an iPod at the same time.

GPS navigation can also be added for only $795. Previous navigation systems have seen prices around $2,000 but due to the MyFord display and integrated GPS receiver, prices have seem to be more reasonable. The map data will be supplied on an SD card to be inserted into the supplied slot. This will allow for easy updating and new features in the future.

Those looking for the cheaper route can use the new downloadable traffic, directions, and information system (TDI). This system has the ability to download Google Maps and display them at your convenience. To do this, the owner must register their cell phone with the SyncMyRide website, then find a destination in Google maps, click on it, then send it to their phone number. Once it is connected in the car, the driver can use the Sync to download the directions. Turn-by-turn directions will then be provided for the driver.

With all this cool entertainment technology, Ford has also invested some of their money into a new terrain management system. Ford found out from previous Explorer owners that few knew when and how to use the four-wheel-drive low, high, and automatic settings. Ford took this information and developed a system that manages the throttle response, transmission shift points, and torque distribution management based on the driver selecting the conditions. A control knob allows the driver to choose from the default mode, mud, snow, sand, and hill-descent control modes. It cannot get any simpler than that.

When in normal mode, all of the drive torque is sent to the front wheels and then redirected to the rear wheels based on wheel slip. In mud mode, more of the torque is directed to the rear axle while the transmission shift points are moved up to allow for higher engine speeds. This will help throw mud off the tires along with allowing more wheel slip. Sand mode takes this mud mode a step further by implementing even higher shift points and easing back the traction control. The snow mode changes things around to allow less slip and lower shift points to help ensure vehicle stability in slippery winder conditions.

If you didn’t think that was interesting news, the biggest improvements to the 2011 Explorer has been the improvement in fuel economy. Two engines will be available for the Explorer, the normally aspirated 3.5-liter V6 and the new 2.0-liter EcoBoost inline-four. Each engines are expected to provide a 30-percent boost in gas mileage over the deceased 4.6-liter V8 and 4.0-liter V6.

This 2.0-liter engine actually debuted earlier in the year in the European Mondeo and S-max with 203 horsepower. A more powerful 237 horsepower version was also recently announced. The For Explorer is said to have the same 237 horsepower although officials are telling us that the version used in the Explorer and Edge will have different calibrations from the European edition in order to meet U.S. emissions standards.

Whats interesting is that the V6 will actually be the standard engine and the higher mileage turbocharged four cylinder will be optional. An important characteristic of this newly engineered engine is the enormous torque of 250 lbft from 1,750-4,000 rpm. This is made possible by turbocharging and direct injection which allows Ford to run 16 psi of boost.

The standard 3.5-liter V6 is seen in other Ford vehicles and retains the port fuel injection system but power has been increased from 263 hp in the Flex to 290 hp and torque increased from 248 lb-ft to 255 lb-ft. This is 2 hp and 60 lb-ft less than the old V8 but Ford is projecting that the V6 will get 20 percent better fuel efficiency than the old V6 and 30 percent better than the V8. Both engines in the new Ford Explorer will sit in front of six-speed automatic transmissions with an up-down switch on the side of the shift knob to manually control gear selection.

As you can see, fuel efficiency seems to be a huge factor in designing the new 2011 Ford Explorer. One interesting deficit is that it can only tow 5,100-5,300 pounds depending on the configuration whereas the old V8 could tow 7,000 pounds. This could be a deal breaker for some. Those looking to carry a few kids in the back along with a 7,000 pound trailer will have to look into a full-size SUV or pickup from Ford instead.

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[Source: Autoblog, Ford]

PRESS RELEASE

MAJOR SUV FUEL ECONOMY GAINS, TECHNOLOGY, STYLE HIGHLIGHT REINVENTION OF FORD EXPLORER

• Ford reinvents the Explorer SUV with best-in-class fuel economy, improved driving dynamics and terrain management system – all wrapped in a modern, weight-saving design

• Explorer raises the bar on safety with a class-leading array of airbags including industry-first inflatable rear seat belts, Trinity front impact structure, AdvanceTrac® with RSC® (Roll Stability Control™) and Curve Control functionality

• Explorer features MyFord Touch™ driver connect technology and SYNC® integrated communications and entertainment system to help keep a driver’s eyes on the road and hands on the wheel. Explorer offers more technology than in-class competitors, rivaling content found in premium SUVs

DEARBORN, Mich., July 26, 2010 – Ford Explorer – the vehicle that defined a segment – has been completely reinvented, raising customers’ expectations of sport utility vehicle (SUV) fuel efficiency, safety, technology, capability and quality.

“The all-new Explorer will deliver today’s SUV buyers the attributes they really want and value, and a few they might not even have dreamed of,” said Mark Fields, Ford president of The Americas. “We’re proud to introduce the new Explorer to customers and fans around the world today and pleased to begin a whole new era that blends strong SUV fuel economy and performance.”

The all-new Explorer launches today to its Facebook friends in a unique social media initiative, followed by reveal events throughout the U.S. and Canada.

Shattering SUV fuel economy and performance expectations
“The new Explorer simply does everything well,” said Derrick Kuzak, group vice president, Global Product Development. “It raises the bar for ride and handling on the road and transforms the off-road experience. It’s the hands-down winner for towing capability and ease. All this capability – and three rows of seating – with amazing fuel economy will make Explorer the absolute right choice for families with a sense of adventure.”

The 2011 Explorer with V6 power is expected to deliver more than 20 percent better fuel economy than the 2010 model, shattering conventional expectations for SUV fuel efficiency. When equipped with the available 2.0-liter EcoBoost™ I-4 engine, Explorer fuel economy is expected to improve by more than 30 percent and exceed the 2010 Honda Pilot and 2010 Toyota Highlander V6.

Chief Nameplate Engineer Jim Holland said the team targeted two key objectives when developing the 2011 Ford Explorer.

“It had to look modern and contemporary – inside and out – yet be instantly recognizable as an Explorer,” said Holland. “Next, the new Explorer needed to deliver the fuel economy today’s customers want, combined with the performance, capability and empowerment they expect from an SUV.”

Driven by the commitment to give customers unsurpassed fuel efficiency with each new vehicle, Ford attacked every detail to transform Explorer with significantly improved fuel economy:

• Twin independent variable camshaft timing (Ti-VCT)
• Latest Ford EcoBoost engine
• Six-speed automatic transmissions
• Electric power-assisted steering (EPAS) to significantly reduce parasitic power loss
• Intelligent four-wheel drive (4WD)
• Variable-displacement air-conditioning compressor
• Optimized tires for reduced rolling resistance
• Slippery aerodynamics with harmonized front air dam and rear liftgate spoiler

Weight reduction is a key element in improving Explorer fuel efficiency. While adding significant content to the vehicle, engineers were able to reduce total vehicle weight by almost 100 pounds through the use of lighter materials such as an aluminum hood. Explorer weight loss is even more impressive, as the latest versions of Honda Pilot and Toyota 4Runner have added pounds versus previous models.

Explorer’s available advanced 2.0-liter EcoBoost I-4 delivers the power of a normally aspirated V6 without compromising four-cylinder fuel economy. Aimed at the SUV buyer whose top priority is fuel economy, this turbocharged and intercooled I-4 engine delivers a projected 237 horsepower at 5,500 rpm and 250 lb.-ft. of torque from 1,700 through 4,000 rpm. The EcoBoost employs direct injection of gasoline, Ti-VCT, direct-acting mechanical bucket (DAMB) valve lifters and four valves per cylinder.

Explorer’s standard powertrain combines front-wheel drive with a 3.5-liter Ti-VCT V6 engine, delivering an estimated 290 horsepower and 255 lb.-ft. of torque. Ti-VCT allows individually optimized camshaft timing of valve opening and closing events to improve mechanical efficiency while delivering increased power and reducing part-throttle emissions. Mated to a six-speed automatic transmission, this powerful, flexible and efficient V6 is projected to deliver more than 20 percent better fuel economy versus the previous Explorer V6 model.

Explorer’s variable-displacement air-conditioning compressor provides a fuel economy benefit with less drag and smoother transition for improved driveability.

Each Explorer engine is paired with a unique six-speed automatic transmission, combining lowered initial gears for improved off-the-line acceleration and higher gearing for improved efficiency at lower engine rpm when cruising.

Explorer V6 models are available with an intelligent 4WD system that adds terrain management. Situation-selectable, this powertrain advancement takes the guesswork out of 4WD range choice.

A driver need only turn the console-mounted knob to the proper setting among snow, sand, mud and normal modes. This system also includes a hill descent mode.

Simpler and more convenient for SUV veterans, the system will be a confidence-builder for drivers new to the segment.

Contemporary design with segment-leading craftsmanship and quietness
In addition to its clean, modern design inside and out, Explorer aims to please SUV shoppers with a thoughtful, flexible interior package that abounds with clever storage capacity. The new SUV features more head and shoulder room, three rows of flexible seating, and room for everything families want to take along on their adventures.

The Explorer design – inside and out – is executed with world-class craftsmanship. Tight margin gaps are just one indication of the immense attention to detail applied to craftsmanship across the spectrum, from design to engineering to manufacturing.

The Chicago facility where Explorer will be produced raised the bar on initial quality measures with the recent Taurus launch, which is good news for customers.

“Crafting a high-quality vehicle is like preparing a gourmet meal,” said Peter Bejin, craftsmanship supervisor. “You start with high-quality ingredients, execute your recipe with flawless preparation and finally, present it with flair and panache.”

Quietness – another profound advancement in the all-new 2011 Ford Explorer – also will signal quality to customers.

The team enhanced noise, vibration and harshness (NVH) control for the all-new Explorer using an advanced technology called NoiseVision. A ball with hundreds of tiny cameras and microphones, NoiseVision allows engineers to pinpoint and address potential noise issues earlier in the development process.

Explorer is expected to be superior to in-segment competitors and rival premium SUVs in quietness and NVH control.

Explorer safety – strength, technology and innovation
The all-new Explorer targets top safety ratings with a stiff unibody structure and a class-leading suite of active and passive safety features and technologies, plus another Ford safety innovation – the world’s first second-row inflatable rear belts.

Rear seat passengers – often children or mature passengers – can be more vulnerable to head, chest and neck injuries. Ford’s unique inflatable rear belts spread impact forces across more than five times the area than conventional seat belts, reducing pressure on the chest while helping to control head and neck motion. Belt comfort should also help increase usage rates. Studies show inflatable belts to be more comfortable for passengers due to padding.

From the boron front bumper beam through the hydroformed front frame rails and high-strength steel side-impact tubes, Explorer’s rigid body structure is designed to provide robust protection for occupants. In the instance of a crash, these elements come together to protect Explorer driver and passengers inside a safety cage of strength.

Standard Explorer safety features include:
• AdvanceTrac with RSC features Curve Control functionality to provide braking – optimized by each individual wheel
• Second-generation first-row airbags, side seat airbags
• Belt-Minder® for driver and first-row passenger
• Front passenger sensing system
• Energy-management system pretensioning for height-adjustable first-row seat belts
• LATCH (Lower Anchors and Tethers for CHildren) system for outboard second-row positions, for safely securing child safety seats
• SOS Post-Crash Alert System™
• Safety Canopy® side curtain airbags
• Tire Pressure Monitoring System

Available Explorer safety features include:
• Adaptive cruise control and collision warning with brake support
• BLIS® (Blind Spot Information System) with cross-traffic alert

Stretching the breadth of capability
The 2011 Ford Explorer redefines customer expectations for driving dynamics and comfort – on any road, anytime, anywhere – while stretching the breadth of SUV capability. Transforming Explorer’s driving quality was central to creating an SUV for 21st century customers.

“Our objectives for Explorer dynamics were threefold,” said Carl Widmann, vehicle engineering manager. “The first element was to greatly increase on-road comfort, capability and driving dynamics. The second was to maintain the ‘any road, anytime, anywhere’ capability of the previous model. Finally, we aimed to apply technology to the task of safely towing, as V6 Explorer models are rated up to 5,000 pounds. We think customers will be pleased with the
next-generation Explorer on all three counts.”

The theme of the all-new Explorer dynamics development was balance. The team sought to provide an engaging driver experience in harmony with the extended breadth of 4WD capability to build driver confidence.

The shift to a unibody construction platform enabled a reduction in road noise and significantly decreased Explorer body roll in dynamic cornering situations. Independent front suspension is of the short- and long-arm configuration with a 32-millimeter front stabilizer bar. Independent rear suspension is the SR1 configuration, so-named for its one-to-one shock absorber ratio, which enables precise ride control.

Explorer’s EPAS system allows for variable rates of assistance based on speed, turn-in and direction. In addition to optimized steering feel, tight on-centering and appropriate resistance, EPAS provides a fuel economy benefit in comparison to traditional hydraulic power assist systems. EPAS also enables a competitive turning radius for optimum maneuverability in parking situations, combined with increased assistance at low speeds for parking ease.

EPAS allows for the addition of Curve Control, a new feature that senses when a driver enters a turn too quickly and applies brake pressure to stabilize the vehicle.

In addition, EPAS enables the optional active park assist technology. When activated, the system scans for a suitable spot, calculates the trajectory, and steers the vehicle. The driver continues to control brake and throttle inputs, but the system steers the vehicle throughout the parking maneuver.

Off-roading standout on a variety of surfaces
The key to Explorer 4WD capability is Ford’s new terrain management system.

Replacing the traditional SUV transfer case configuration, the new system takes the guesswork out of maximizing 4WD and the capabilities it enables. Rather than employment of four-high, four-low and auto settings, Explorer terrain management is selectable by situation. The four settings – available by shift-on-the-fly – include normal, mud, sand and snow.

Each setting provides unique engine behavior, throttle tip-in, transmission shift scheduling and calibrations for traction and stability control systems. Terrain management also includes Hill Descent Control™, which provides engine braking to increase driver confidence and control when descending a steep incline.

Explorer models with V6 power are rated to tow a maximum of 5,000 pounds. To aid with hookup – especially when alone – a reverse camera with zoom-in functionality is available, allowing a driver to back up to the trailer on-center. The Explorer towing package includes trailer sway control – a stability package shared with the Ford F-150 pickup – to help minimize trailer sway. Trailer brake controller wiring is also included, as is a tow/haul mode. Engaging tow/haul mode increases engine braking to help slow the vehicle and trailer when descending steep grades.

Loaded with features, convenience and connectivity
The all-new Explorer is available in three trim series levels – base, XLT and Limited. Each offering presents a robust array of standard features, with a class-leading selection of additional convenience and connectivity options so a buyer can tailor a new Explorer to his or her individual needs and desires.

Standard convenience features include:
• MyFord driver connect technology including 4.2-inch LCD screen
• MyKey™ owner control feature
• Air filtration system
• Media hub
• Easy Fuel® capless fuel filler system
• Cruise control
• Power windows, with one-touch down for driver
• Power door locks with child safety rear door locks
• Tilt/telescoping steering column
• Four 12-volt power points
• Cargo hooks

Explorer XLT includes standard content and adds:
• Automatic headlamps
• Six-speed SelectShift Automatic™
• Heated sideview mirrors with LED signal indicators and security approach lamps
• SecuriCode™ keyless entry keypad
• Reverse sensing system
• Perimeter alarm

Explorer Limited includes all base and XLT content, plus:
• PowerFold® sideview mirrors with driver’s side memory
• Ambient lighting
• Adjustable pedals with memory functionality
• Cargo net
• Dual-zone electronic temperature control
• 10-way power driver’s seat, with power recline and lumbar
• Electrochromic interior mirror
• Rear view camera
• Remote start system
• 110-volt outlet
• MyFord Touch driver connect technology
• Intelligent Access with push-button start
• Universal garage door opener

“We spent our time listening to customers and addressing their needs to launch an SUV that reinvigorates the Explorer nameplate and delivers on Ford’s promise of high-quality, fuel-efficient and technologically advanced vehicles with industry-leading safety,” said Holland. “The all-new Explorer will change market perceptions about SUV style, fuel efficiency, technology and user-friendliness.”

The 2011 Explorer will be assembled at Ford’s Chicago manufacturing facility. Production begins late this year, and Explorer will be available in dealerships this winter.

About Ford Motor Company
Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 176,000 employees and about 80 plants worldwide, the company’s automotive brands include Ford, Lincoln and Mercury, production of which has been announced by the company to be ending in the fourth quarter of 2010, and, until its sale, Volvo. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford’s products, please visit www.ford.com.

(from Ford Press Release) SPORTY 2011 FORD TAURUS SHO OFFERS 365-HP ECOBOOST V-6, AWD, SELECTSHIFT SIX-SPEED GEARBOX

— The Taurus SHO version of Ford’s flagship sedan offers premium performance and fuel economy with the 3.5-liter EcoBoost™ V-6. This advanced engine delivers normally aspirated V-8 levels of power, without compromising its V-6 fuel economy
— The 2011 Taurus SHO features an enhanced SelectShift Automatic™ six-speed transmission with control paddles mounted on the steering wheel
— Taurus SHO has an advanced torque-sensing all-wheel-drive system, specifically tuned suspension and unique interior appointments

Taurus SHO is back for 2011, powered by a Super High Output (SHO) EcoBoost twin-turbocharged engine. Building on the legacy of the original model, Taurus SHO has again been embraced by the automotive enthusiast community, being named Esquire magazine’s first-ever “Car of the Year.”

Introduced in 1989, Taurus SHO was conceived as a discreet performance-oriented sports sedan, ideally suited to the automotive enthusiast needing the room and capability of a four-door full-size car. Produced through 1999, more than 100,000 models were sold.

In 2010, the Taurus SHO made its dramatic return.

EcoBoost twin-turbocharged power

The foundation of the 2011 Taurus SHO is a 3.5-liter twin-turbocharged EcoBoost V-6 engine. This advanced powerplant generates an estimated 365 horsepower at 5,500 rpm and 350 ft.-lb. of torque at 3,500 rpm, resulting in significantly improved power, torque and fuel economy compared with larger, normally aspirated engines.

A key feature of this EcoBoost engine is gasoline direct injection. The direct injection of fuel into the cylinder during the intake stroke, as opposed to port-style injection to an externally mounted intake, produces a well-mixed air-fuel charge. Fuel vaporization during the intake stroke cools the incoming air, improving volumetric efficiency and lowering the likelihood of knock.

The results are improved throttle response, reduced cold start emissions and improved fuel economy. The cooled charge enables an increased compression ratio, improving efficiency at partial load, while the higher compression ratio allows for better volumetric efficiency under full-load engine behavior. Customers will experience naturally aspirated V-8 power without compromise to the V-6 fuel economy.

The 3.5-liter EcoBoost V-6 uses twin turbochargers as opposed to a single unit. The reduced size of each turbocharger results in reduced internal inertia, allowing this advanced engine to avoid the “turbo lag” often prevalent in earlier-generation turbocharged applications.

From the driver’s seat, the result is linear power delivery across a broad torque band from 1,500 to 5,500 rpm. Peak torque building quickly ensures responsive acceleration from a standing start.

SelectShift with paddle controls and all-wheel drive

The new Taurus SHO driveline combines a high-capacity six-speed SelectShift transmission with a sophisticated torque-sensing all-wheel-drive system. These components work in harmony to deliver ample traction when putting EcoBoost power on the road.

The six-speed transmission offers a wide array of gears to enable spirited acceleration, yet comfortable and economical high-speed cruising through a 2.77 to 1 final drive ratio.

SelectShift provides conventional automatic operation or a manual shift mode that gives the driver the option of manual control over gear selection. For performance-minded drivers, paddle controls allow “match-rev” downshifts and will hold manually selected gears for precise control. Intuitively operated, a squeeze on either paddle will deliver an economical upshift under acceleration, while a gentle push forward brings a smooth downshift, synchronizing the engine and transmission speeds for responsive, positive engagement.

The Taurus SHO driveline is contemporized with the incorporation of a sophisticated all-wheel- drive system that engages automatically and unobtrusively. The unit contains an advanced array of internal electromechanical clutches to efficiently distribute torque to the wheels with optimum traction. The standard all-wheel drive allows the Taurus SHO to efficiently deliver its high performance to the pavement under a wide variety of conditions.

SHO dynamics

Taurus SHO features an advanced Electric Power Assist Steering (EPAS) system providing responsive road feel and enhanced on-center balance while offering the additional benefit of increased fuel economy. SHO also features a sport-tuned suspension with unique shock absorbers, springs, stabilizer bars and strut mount bushings specifically developed and harmonized to deliver the highest level of road-holding, cornering agility and steering responsiveness available in a Ford full-size sedan.

Taurus SHO takes full advantage of the multilink SR1 rear suspension design. Named for the 1:1 shock absorber ratio, this configuration provides an inherently stable base for the SHO development team to fine-tune for enhanced driver control and agility. In addition, the SR1 rear suspension geometry provides increased travel, while enabling the use of 19- and 20-inch wheels and tires.

For the discriminating automotive enthusiast, Taurus SHO offers an available SHO Performance Package consisting of upgraded brake pads, recalibrated EPAS for even more responsiveness,
a sport mode setting for the standard AdvanceTrac® with ESC (Electronic Stability Control) and a shorter 3.16 to 1 final drive ratio for faster acceleration. Summer-compound 20-inch Goodyear Eagle F1 performance tires on premium painted wheels also are included.

SHO specific subtlety

A key element of the authentic SHO formula is the subtlety of its unique exterior design cues. Features include sporty premium painted wheels wrapped in standard low-profile 19-inch Goodyear Eagle or optional 20-inch Michelin high-performance tires, a decklid-mounted spoiler and twin chrome exhaust tips. The car also features a uniquely finished interpretation of the Ford signature three-bar grille with SHO-specific parking lamp bezels.

The SHO interior encourages performance driving. Leather-trimmed seats with Miko suede inserts, made from recycled post-consumer yarns from plastic soft drink bottles, are comfortable and luxurious. A perforated leather-wrapped steering wheel puts the driver in smooth touch with the road. Front seats are 10-way power adjustable. SHO accelerator and brake pedals are trimmed in aluminum. The console, instrument and door panels feature SHO-specific authentic aluminum appliqués. SHO branding appears on the unique floor mats and on the passenger side of the instrument panel.

New colors for 2011 are Kona Blue Metallic and Sterling Gray Metallic.

Technology and connectivity features

Standard and available 2011 Ford Taurus SHO technology features include:

— SYNC® voice-activated communications and entertainment system with Traffic, Directions & Information
— SIRIUS® satellite radio with initial six-month subscription
— Voice-activated navigation with SIRIUS Travel Link™ and HD Radio®, including iTunes song-tagging ability
— Multi-Contour seats with Active Motion
— Intelligent access with push-button start
— Integrated Blind Spot Mirrors for better blind-spot visibility
— Rear View Camera System to aid rear visibility while backing up
— Easy Fuel® Capless Fuel-Filler System
— Ambient lighting allowing drivers to change interior lighting color palette
— Steering wheel audio controls

Safety technologies

Standard and available 2011 Ford Taurus SHO safety features include:

— Side Protection And Cabin Enhancement (SPACE) Architecture® comprised of a hydroformed cross-car beam embedded in the floor between the door frames, providing additional strength in the side of the vehicle
— Personal Safety System® consisting of sensors that note right front occupant weight, seat belt usage, outboard seat belt tension and seating position to optimize airbag deployment force for occupant safety
— AdvanceTrac with ESC
— SOS Post-Crash Alert, an integrated system that automatically unlocks the doors, sounds the horn and activates the emergency flashers in the event of an airbag deployment
— MyKey™ programmable vehicle key
— Tire Pressure Monitoring System
— LATCH (Lower Anchors and Tether anchors for CHildren) system on rear seating positions

The 2011 Ford Taurus SHO is built at Ford’s Chicago Assembly Plant.

Want to see how the350 horsepower turbocharged 2.5 liter Ford Focus RS 500 comes together? The Focus starts out as an ordinary Focus but takes a quick turn in the factory for some body, engine, and interior changes. Check out this video below.

[youtube=http://www.youtube.com/watch?v=GcH5OXTWyvE]

[youtube=http://www.youtube.com/watch?v=JVfs1x7RTP8]

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