Ford Focus ST 2013 New

Perhaps the new benchmark in performance compacts.

Once the SVT Focus departed in 2004, we were left staring across the Atlantic wishing for a hot version of Ford’s small car. Now, the Focus ST is here. You can walk into a Ford showroom and plunk down a deposit on 252 horsepower of automotive glee, with deliveries starting later this summer. Consider the Focus ST less of Ford’s answer to the Volkswagen GTI and more of a challenge, throwing down the gauntlet for rights to the sport-compact performance crown.

Fresh and Ready

Our first taste of the Focus ST came at Ford’s Lommel proving grounds in Belgium, where we sampled the tail-happy chassis tuning and electronic wizardry of the torque-steer compensation system from the passenger’s seat. Since then, a few tweaks have been made to the final product. The active sound symposer, a sound tube with a separate throttle body that pipes intake noise straight into the cabin, has been tweaked to offer a deeper tone. On-center steering response has been tightened up in accordance with the ST’s sporting mission, as has the shift lever.

The rest of the details remain unchanged, although the output numbers, now SAE certified, have seen slight upticks. Ford’s turbocharged 2.0-liter EcoBoost four-cylinder sits under the hood, with a unique intake and exhaust. The aforementioned 252 hp comes at 5500 rpm. Maximum torque is 270 lb-ft at 2700 rpm, and an overboost feature helps preserve a nearly flat torque curve by allowing higher turbo pressures for up to 15 seconds at a time. The front brakes are bigger than on a standard Focus, the suspension is lowered 0.4 inch, the springs and dampers are specially tuned, and the rear suspension is revised with a unique mount for the anti-roll bar.

What’s more, as Ford promised, the Focus ST has the same mechanical specification worldwide, right down to the 235/40-18 Goodyear Eagle F1 Asymmetric tires. Which is not to say our Focus ST is outfitted identically to those in every other market—most notably, U.S.-market STs do not come standard with the Recaro seats shown in the model at auto shows. Those come as part of the $2385 ST2 package, which also includes automatic climate control and an 8.0-inch touch screen. For an extra $4435, the ST3 package adds heat and full leather to those seats, plus amenities such as HID headlights, LED daytime running lamps, and navigation.

Consider the Recaros mandatory—they hug your sides slightly tighter, you sit a little deeper than in a regular Focus. As such, you can look at the ST’s base price not as the advertised $24,495 but instead the $26,880 required with the ST2 package included. Even so equipped, the ST matches up favorably in terms of price and features against the Volkswagen GTI and Mazdaspeed 3, as well as Subaru’s WRX and BRZ, Ford’s own V-6 Mustang, and the rest of the crowded sub-$30,000 performance segment.

In the absence of those vehicles for a direct comparison, the Focus ST is, well, pretty amazing. Our drive route took us through southern France, and on both highway and two-lane mountain roads, the Focus appears to fulfill the promise of the affordable daily-driver performance car. When you first sit down in the driver’s seat, you notice the unique interior pieces immediately. A trio of gauges—oil temperature, boost pressure, and oil pressure—sit atop the dashboard. The steering wheel is covered in soft leather with wax paper–like grippiness and thin, high-density foam padding underneath. Less obvious is the stability-control switch in front of the shift lever, absent on lesser Foci, which toggles between full on, sport mode, and fully off.

Willing and Able

The ST proves easy to drive in traffic, with plenty of low-end torque and an easy-to-master clutch and shifter. At higher speeds, the cabin is quiet, as is the exhaust. Drop from sixth to third gear, though, and a smooth engine note fills the cabin—almost a refined blat. The steering—electrically assisted via a rack-mounted motor—is quick at 1.8 turns lock-to-lock. This is partially due to the variable rack, and partially due to the lack of steering angle; the Focus ST’s biggest fault may be its appalling 39.4-foot turning radius. The quick steering feels natural during cornering, and it dials in its substantial heft as well as any electric system.

Hold your right foot down long enough, and the ST will rev past redline to a soft 6800-rpm fuel cutoff. Sweeping up through the rev range is smooth and linear, and feels stronger than the horsepower rating suggests. Ford claims a 0-to-60 time of 6.2 seconds, which seems conservative—we’re thinking something more like six flat. The torque-steer compensation does a decent job, but a tug on the wheel can be provoked with a quick hit of the throttle. Considering all the twist routed through the front wheels, though, we find the system effective.

Equally impressive is the suspension, which handles bumps with a single up-down motion. It’s stiff enough for some head toss when the road undulates heavily, but it’s a worthwhile trade-off for the handling. As we suspected from our preview, this is a car that goes exactly where you point it, all the more remarkable due to its front-wheel-drive layout. And the tail-happy nature is still present, although it’s less prevalent in the dry than during the damp day in Lommel.

Let’s get back to the ST’s main competitors, the GTI and the Mazdaspeed 3. Both have powertrains that essentially date back years to previous generations. That speaks to the essential goodness of both cars, especially in the case of the 10Best-winning VW, but it also gives the impression that neither company is much interested in making significant progress.

The Focus, then, exploits some of that weakness. Where the GTI can be criticized—a softness in suspension and brakes when pushed hard, some lack of power—the ST simply cannot. And where the Mazdaspeed shows its rough edges—wheel-wrestling torque steer and a harsh ride—the ST is smooth. In terms of feel, the Ford splits the gap between these two cars, delivering a good deal of the creamy usability of the VW and much of the balls-out raucousness of the Mazda. An inevitable comparison test will show where the Ford ranks in direct competition, but we can say with certainty that the Focus ST should be on any car enthusiast’s shopping list.
By. BY MICHAEL AUSTIN, June 2012

Lincoln MKX - Auto Shows 2011

Mid-cycle vehicle updates usually mean new headlights, a reworked bumper, and a fresh set of wheels, but Ford’s been taking the mid-cycle thing a bit further lately. Indeed, while its cars aren’t using all-new platforms or mechanicals, the company’s most recent mid-cycle changes are thorough enough to convince most people that the vehicles are all-new. The 2010 iterations of the Fusion and Mustang went beyond simple sheetmetal restyling to include vast interior improvements and effective engineering enhancements, and next up on a very special episode of Ford’s “Extreme Makeover, Mid-Cycle Edition” is the 2011 Lincoln MKX. It’s debuting at the 2010 Detroit auto show and bringing with it not just sweeping changes but also the first “buttonless” automobile interior.

But first, there’s the new bod. The current MKX was always a handsome, if forgettable, crossover. But thanks to all-new sheetmetal from the A-pillar forward and a new rear end, the MKX has become quite the looker for 2011. Unlike the hearse-like MKT, the MKX starts with innately tidy proportions and short overhangs, and has now artfully adopted the Lincoln dual-port grille. The front fenders now rise to accentuate the wheel arch, and there are new lower rocker moldings, too. The rear end—previously an unremarkable arrangement of rectangles—looks decidedly spicier now that the taillamps have gone from full-width to split, angular LED units.

Controls by Microsoft, Ergonomics by Apple?

The transformation continues inside, where occupants can luxuriate on new leather seats, which, along with the door panels and many other surfaces, are rendered in upgraded materials. “Tuxedo-stripe” stitching is a Lincoln first, and will soon join tunneled electroluminescent gauges, available THX stereos, and white dash illumination in the brand’s gene pool. There are seven selectable ambient-lighting colors, with five levels of intensity. The patina-look interior trim seen first in the MKT appears here, too, and while it certainly looks better than the satin-look junk in many Ford interiors of yore, we wonder how owners might feel about it after a few years.

But the most newsworthy aspect of the 2011 MKX is its debut of the awkwardly named but highly futuristic “MyLincoln Touch” interface, which essentially ditches conventional buttons and knobs for a network of capacitive-touch controls (think iPod or iPhone) spread about the neatly designed dashboard. Particularly cool are the two shiny horizontal spears which at first seem merely decorative but in fact are the controls for stereo volume and HVAC fan speed, actuated by sliding one’s finger across them. The latest voice-activated Ford/Microsoft Sync system comes standard and operates through an eight-inch LCD touch screen with handy color-coded menus. New this year for Sync is factory-installed HD radio, as well as the capability to tag a song you might want to download later. Also added are a pair of 4.2-inch LCD screens in the instrument cluster; they’re accessed by five-position toggles on the steering wheel. The screen on the left side displays basic vehicle data such as trip information and fuel economy, while the one on the right can be used to interface with multimedia devices.

Power and Torque Go Up, Fuel Economy Stays Flat

Less dramatic but equally significant (to us, anyway) are changes that you can’t run your finger along but which should be noticeable from the driver’s seat. The MKX’s standard 3.5-liter V-6 has been replaced by the new 3.7-liter unit shared with the 2011 Ford Mustang. Featuring variable cam timing, horsepower gets a 15-percent bump to 305, while torque climbs 12 percent to 280 lb-ft. The standard six-speed automatic transmission also now features manual-shift capability. Ford did not release fuel-economy estimates, but claims that the 2011 will match the front-wheel-drive 2010 model’s 25-mpg highway fuel-economy rating. City fuel economy for the 2010 model is 18 mpg, while all-wheel-drive versions are rated at 17/23.

Considerable revisions to the brakes are said to increase both feel and response, things we’ve rarely expected—or experienced—in a Lincoln but would definitely appreciate. Newly available driver aids include hill-start assist, trailer-sway control, adaptive cruise control, blind-spot detection, and cross-traffic alert for backing out of parking spots.

Late Fall Arrival

The 2011 Lincoln MKX arrives in dealerships in late summer, with base prices expected to stay near the current model’s $40K price of entry. Beyond Cadillac’s new-for-2010 SRX, the Lexus RX will be in this Lincoln’s crosshairs. We also expect Ford to roll out an updated 2011 Edge crossover (the MKX’s twin) around the same time. Why isn’t the Edge debuting in Detroit? Well, the Ford stand is already action-packed with the 2012 Focus and emboldened 2011 Mustang GT “5.0,” so the sharpened Edge probably wouldn’t get much play. The MKX, then, should get its fair share of attention—attention, it seems, that it may finally deserve.

(BY STEVE SILER, PHOTOGRAPHY BY PATRICK M. HOEY AND THE MANUFACTURER)

Chevrolet Aveo RS Concept - Auto Shows

The new Chevrolet Aveo RS concept debuting at the Detroit auto show reveals that GM has something smart and small in the works ready to meet Ford’s much-ballyhooed new Fiestasubcompact.

Larger than the current Aveo and donning what Chevy calls a “European hot-hatch look,” the five-door “Borocay Blue” RS show car is intended to appeal to the youth market—or any market, really. It previews the production version of the next Aveo due as a 2011 or 2012 model. Raise the concept’s chin a tad, tone down the chrome-rimmed outer air inlets, and replace those aluminum-wrapped exposed headlights (circumscribed as they are in blue) with similar halogen units, and you’re staring into the face of the 2011 Aveo. De-flare the RS concept’s fenders and replace the 19-inch wheels with more feasible rollers and you get a good idea of what the rest of the car will look like—we’ve seen the production-ready base model, so we should know. There’s a sedan, too, although it’s more homely than the hatch. Of course, if Chevy ends up putting out an actual Aveo RS model with body mods like those seen here, we’re fine with that.

Spicy Interior

More hints about the next-gen car can be found in the Aveo RS’s leather-wrapped interior, a more spacious and rather highly designed piece of work. Production elements include the motorcycle-inspired, asymmetrical instrument cluster affixed to the column, as well as the prominent center stack. Blue stitching and other accents that match the exterior are sprinkled throughout the concept’s cabin, portending some probable interior color treatments in the next Aveo. The materials in the show car are quite nice. Indeed, given the popularity of premium hatchbacks in Europe and Japan, we could see a high-spec RS trim such as this going into production for other markets, although the fact that GM is showing it at Detroit indicates that it’s being considered for the U.S., too.

But cash-strapped GM may not be prioritizing super-high-output versions of cars like the Aveo in the near future. The Aveo RS concept is motivated by the 138-hp, 1.4-liter turbocharged Ecotec four-cylinder slated to appear soon in the Chevrolet Cruze, in this case mated to a six-speed manual transmission. It’s likely that the base production Aveo will get a less powerful, naturally aspirated four. An actual RS model is probably a ways down the pike.

Late to the Fiesta

Chevy isn’t being specific about exactly when it will start building the next Aveo, which will happen at GM’s plant in Orion Township, Michigan. Retooling for the plant doesn’t start until late this year, so don’t expect Aveos to start hitting dealerships until next calendar year.

(BY STEVE SILER, PHOTOGRAPHY BY PATRICK M. HOEY)

Ford Mustang GT 2011 - Auto Shows

Few automobiles have had the sort of longstanding street cred given to Ford’s Mustang GT. But the deference it has enjoyed for much of its four-plus decades has been called into question recently now that recently introduced muscle-machines from Chevy and Dodge have come along with larger, high-tech V-8s. With its comparatively small 4.6-liter V-8 under the hood, the Mustang has had a lot to overcome. Alas, with its lighter weight and charming handling characteristics, the GT still won our most recent Mustang GT/Camaro SS/Challenger R/Tcomparo, and by a fairly comfortable margin. Well, come fall of 2010, the Mustang GT stands to put even more distance between it and its rivals with a thoroughly modern mill of its own, the new 5.0-liter “Coyote” V-8.

Fenders Say “5.0” and Mean It

Developed by a relatively small team of engineers working on a shoestring budget, the new 5.0 V-8 is nonetheless quite an achievement. Codenamed “Coyote” during development (Ford says its official name is “5.0-liter Ti-VCT DOHC V-8 Engine.” We prefer Coyote), the new, all-aluminum DOHC engine features four-valves per cylinder and displaces a full 5.0 liters. Contrast that with the old 4.9-liter “Five-Point-Oh” motor that Vanilla Ice crooned about forever ago. Compared with that engine, the new 5.0 is nearly twice as powerful, producing 412 hp at 7000 rpm (compared with 215 for the old 4.9) and 390 lb-ft of torque at 4250 rpm (versus the 4.9’s 285) on premium gas, with 300 lb-ft of that torque available at just 2000 rpm. Regular unleaded is acceptable to use, but expect the power ceiling to drop by 10 ponies and 13 lb-ft should you choose the cheap stuff. As for that power peak at 6500 rpm, well, that’s near the veritable rev stratosphere on Planet Muscle Car.

Incidentally, the Coyote shares pretty much nothing with the outgoing 4.6-liter V-8 currently providing 315 hp and 325 lb-ft of torque to the 2010 Mustang GT. Only the bore centers are the same; nothing from the 4.6-liter will even fit on the new engine. Bore increases from 90mm to 92.2mm, while stroke increases to 92.7mm. The compression ratio rises to 11.0:1. Cylinder heads are now more compact for better intake manifold flow. The intake manifold is now partially exposed and dressed to impress during that all-important driveway hood pop, thanks to a halo-style engine cover that covers only the wiring and fuel rails. Slick.

Some of the newfound potency (and speed of development) comes about by following some of the same channels that the base Mustang’s gutsy new 3.7-liter V-6 employed on its successful quest to achieve 305 hp. Most significant among them is the fitment of Ti-VCT (Twin Independent Variable Camshaft Timing), which Ford says will be on 80 percent of its products by 2012. It allows for extremely precise overlap of the time that both intake and exhaust valves are open, optimizing efficiency during both high- and low-load operation. As with the V-6, the cooling system has also been reworked both for efficiency and effectiveness. Also important is that the engine was designed for the (possible) future implementation of direct injection and/or turbocharging.

Minor Fuel-Economy Improvement

Curb weight is likely to remain close to that of the current GT, since the weight of the engine only increases by about 10–15 pounds, according to Ford. The GT was already the fuel-economy champ in its class, but fitted with the six-speed automatic it will gain two mpg on the highway to 25, while the 17 mpg figure in the city remains the same as the 2010 model. With the newly fitted MT82 six-speed manual replacing the five-speed from 2010 (that’s right, six forward gears, like the rest of the performance-car universe!), fuel economy remains flat at 16 and 24, which is still an achievement considering the massive power boost.

As for that way more important performance figure—acceleration—Ford has declined to give us a figure. But we’re betting on a 0-to-60-mph number in the 4.6-to-4.8-second range and a quarter-mile run of under 13 seconds, based on that fact that we’ve consistently been able to hustle the Chevrolet Camaro SS to 60 in 4.9 seconds and through the quarter at 13 flat with all of its extra bulk.

The Rest Gets Better Too

According to Ford, the entire chassis has been retuned—again, following a rather thorough retuning for 2010—including a new electric power-steering system, new anti-roll bars, new wheels and tires, upgraded stock brakes, and a new optional Brembo brake package that brings four-pot calipers and 14-inch rotors.

The 2011 GT also gets a few new convenience items, including a message center in the instrument cluster, convex outer sections in the exterior mirrors, a programmable vehicle key, illuminated visors with storage, and a universal garage-door opener. Convertible models benefit from additional stiffening, too.

Styling of the 2011 Mustang, which goes on sale this spring, hasn’t changed a lot from 2010, although there is a new grille and the car does see a three-percent improvement in aerodynamics thanks to new rear tire spats and better sealing around the radiator and decklid. There are also three new colors for 2011: Yellow Blaze Tri-Coat, Race Red, and Ingot Silver. Clearly, then, the most important exterior changes are those huge, gleaming “5.0” fender badges, and everything that they signify.

(BY STEVE SILER)