Jan 24 2012
Unveiled today at Charlotte Motor Speedway, the 2013 Ford Fusion NASCAR Sprint Cup car is the product of a year’s worth of design and aerodynamics work, and it’s intended to bridge the widening gap between production and race car. It will undergo what you can bet will be rigorous testing throughout this year in preparation for its race debut at the Daytona 500 in February 2013.
Source: Ford
Jan 9 2012
The standard Fusion – available in S, SE and Titanium trims – will be available with three engines. The base mill is a 2.5-liter naturally aspirated inline-four with 170 horsepower and 170 pound-feet of torque, mated solely to a six-speed automatic transmission. We’re sure it’s a fine powerplant, but our interest is more settled on the next two: a 1.6-liter EcoBoost four with 179 hp and 172 lb-ft, and the range-topping 2.0-liter EcoBoost four with 237 hp and 250 lb-ft. Both engines can be had with the same six-speed automatic, though the smaller 1.6-liter engine can be mated to a six-speed manual box. Front-wheel drive is standard across the board, but top-of-the-line Fusions with the 2.0-liter EcoBoost engine can be had with all-wheel drive.
Source: Ford
Dec 29 2011
Ford thinks it has the answer to that problem in the form of its new EcoBoost 2.0-liter four-cylinder engine. Ford is using the compact, turbocharged mill in a variety of crossovers, including the 2012 Ford Edge, and we sampled a well-equipped Edge Limited to see how effective the Blue Oval’s engine downsizing strategy is going.
Our Dark Blue Pearl Metallic tester in Limited trim carried a base price tag of $34,915 that rises to $35,910 by ticking the EcoBoost option box. Ford doesn’t mess around when it comes to the Limited trim: Standard accoutrements include leather-trimmed and heated seats up front, a 10-way power driver’s seat, dual-zone climate control, SYNC infotainment, a 390-watt Sony sound system, back-up sensors and a rear view camera.
Our Edge was also packed with some of Ford’s top options, including the 2.0-liter EcoBoost upgrade, Ford’s excellent navigation system ($795), and BLIS blind-spot detection ($485). This Edge Limited also included the Drivers Entry Package ($895), which adds remote start, push-button start and a power rear lift gate. Also making the scene was Ford’s much-maligned MyFord Touch system – in this guise, it includes a pair of 4.2-inch LED screens in the gauge cluster and five-way steering wheel controls. With all options present and accounted for, our tester came in at $38,910.
The draw for this Edge Limited is the 2.0-liter EcoBoost four-cylinder engine, which is a $995 option compared to the capable and relatively efficient 3.5-liter V6. The extra coin will deliver 240 horsepower and 270 pound-feet of torque mated to a smooth-shifting six-speed automatic transmission. That isn’t as much punch as the 285 horsepower 3.5-liter V6, but the real story comes with a twist – the turbo 2.0 boasts 17 more lb-ft than its bigger, naturally aspirated brother, and it arrives in full force at 3,000 rpm (the V6′s torque doesn’t max out until 4,000 revs).
That extra pull is evident from behind the leather-wrapped steering wheel. The EcoBoost four provides good straight-line acceleration, with a 0-60 time that we estimate to be just over seven seconds. The EcoBoost also weighs a bit less, tipping the scales at 3,998 pounds – 58 fewer pounds than a front-drive V6 model. With torque that comes on early in the revband, the EcoBoost feels even quicker than any instrumented testing might suggest – at least until hitting the freeway. When we tested the V6-equipped Edge about a year ago, passing acceleration felt a bit stronger at highway speeds. The boosted four-cylinder also doesn’t sound quite as pleasant as the V6, but noise levels aren’t obtrusive.
Impressively, we were even more pleased with our real-world mileage. We averaged a surprising 25.1 miles per gallon during our week of driving. For comparison’s sake, we averaged 21.9 mpg in the 3.5-liter-equipped Edge, itself a reasonable number. Assuming our 3.2 mpg difference is representative of real-world fuel economy, is the EcoBoost’s efficiency increase worth $995? If we assume 12,000 miles per year and 87 octane gas sits at $3.50/gallon, the EcoBoost owner can expect to pay $1,673 for fuel each year. The equivalent 3.5-liter V6 owner faces a $1,917 tab – $245 more than the EcoBoost model. That means the $995 price tag of the EcoBoost model should pay for itself in about four years or about 50,000 miles. That’s far from an immediate return on investment, but it’s not bad and the equation could get more favorable if fuel prices spike.
Source: AutoBlog
