2011 Ford Edge SEL AWD Review

We dunnit again. Motofinity bought another car just to review it.

Sort of.

Actually, my wife and I replaced a higher-mileage Jeep Commander that suckled fuel pumps more forcefully than a starving newborn. It’s what you’d expect from a Hemi, but it was killing us.

We benefitted from incentives and the brain-bashing price war dealers and auto brands are locked in, and decided on a Mediterranean Blue 2011 Ford Edge SEL AWD. We were excited to finally have a safe, reliable SUV crossover to transport our young family around town, but the sweetness and light soon turned rocky…

2012 Mustang GT Review

I’m driving a mythical creature, a 2012 Mustang GT.With a solid rear axle spun by a 3.73:1 ring gear putting down the torque of a 5.0-liter V8, there’s nothing economical about this car. No fuel is burned while braking, at least, but the Brembo hardware makes short work of stops. Gasoline will soon flirt with $5 per gallon, and 18 mpg feels like hypermiling in this thing, especially with the amount of city driving I’ve been doing. The 412-hp snarl that accompanies every launch makes any concern about MPG evaporate, at least until the rent’s due and all your cash is sitting in the gas tank. But this is a Mustang GT review, not a Prius.

This ain’t no press car, either. What else should an enthusiast who is single with no kids do when looking for a car, right? This being my first live rear axle vehicle, I now understand why that can be a pejorative term. It shimmies and shakes even over slow bumps. Take off on a cold or slick surface and you’ll discover axle hop. If it weren’t for the 5 nice days Ohio has had in the spring, I’d have thought that the Mustang was severely flawed, but no, it’s just the weather that sucks. At least I’m not going to regret NOT doing this.

2012 Mustang GT ReviewWhen the weather clears, the Mustang is the polar opposite. Traction off the line is surprising, the clutch has an easily-found sweet spot, and you can break every speed limit in the United States in a little over ten seconds. It’s an idea that sounds as good to a driving enthusiast as a quick snort of heroin sounds to a junkie. The itch starts at every red light. Sure, blip the throttle and the car fluctuates back and forth. The light turns green and you try to behave but with short gears the V8 quickly ascends to its almost 7,000 rpm redline and from there the only fathomable option is to grab another gear. You quickly become engrossed in managing the cogs and before you know it you’re hitting 4th and approaching the ton mark. Panic ensues and you quickly do a mirror check for that other Five-Oh.

That ox-cart axle is great for launching this 3,600 pound car, and handling is tidy, regardless of the chassis layout. Seriously. You guys talking about how it’s heavy and bounces in turns, eat it. The Mustang GT is well-behaved and quick as snot propelled by a sneeze. You simply cannot find a car that does all that the Mustang can do for anything near its price. I got a lesson in this when I hit a corner too hot. Bracing for a bunch of sliding and protesting from the Pirellis, there was no drama as the car simply negotiated the turn. Those Brembo brakes burned off the speed with the same kind of competence, leaving me to sit at the side of the road, idling, hands shaking, stupid grin on my face. It’s not so much the power that scares the novice. It’s easy to let off the gas the car calms down. No, have a panicked slam of the Brembo’s and you’ll be pulling your face off the windshield.

This gap looks very unfinished on an otherwise pretty nice dash. What the hell, Ford?

This gap looks very unfinished on an otherwise pretty nice dash. What the hell, Ford?

The modern Mustang is nothing like the old standards we were used to. Still, one eyesore on an otherwise impressive dash can be seen near the steering column, where the faux aluminum finish ends but the plastic continues going. It’s nothing major, but it just makes you scratch your head and go “What the hell, Ford?

The rest of the interior is above Ford average, with quality plastics and thick leather. The seats have some bolstering that can keep the average person from sliding too much, but they aren’t Recaros – an option we wish was available on the standard GT. Still, we won’t complain because we’ve been in the Corvette and we’re pretty sure our Grandfathers Cadillac had more bolstering than those seats.
The car has been plagued by issues with the MT82 Getrag transmission, in the cold some Mustangs refuse to use half of their gears. The rumor is that Ford used the Getrag because of its smoothness, despite the fact that its only rated for 375 lb. ft when the Coyote throws down 390 lb. ft. To Fords point, its a slick shifting transmission compared to the TR-6060 used in the Shelby. However, I think what most Mustang owners want is a transmission that can hold the power rather than be smooth. In reality, its not that smooth of a transmission in the first place. We hope Ford fixes this issue. Otherwise they’ll be faced with a lot of lemon law’d cars, lawsuits and disgruntled owners. The only other option for owners is to throw the warranty into left field and drop an aftermarket Tremec and kissing their cost savings over the Boss or Shelby goodbye.Ford' Getrag Transmission in the new Mustang has been causing problems among the Mustang fans.

Still, this brings up a interesting point. A stock GT, is 30 horsepower and a suspension setup away from being a Boss 302. There are significant differences between the GT 5.0 and the Boss 5.0 to be sure. However, consider this build – a GT build like ours, Brembo brake package, 3.73 gears stickers for around $36 (knock off leather and save a few grand), throw in a TR-6060 ($3,000 + install), the Boss/FRPP suspension package ($1,800 + Install), Ford Racing 525 HP Super Charger, and lets say a new axle-back setup for around $600. That puts you on par for horsepower with the $50K Shelby GT500 at $45K + installation. You might say thats too much work, but what you’re getting is the same amount of horsepower as the Shelby, thats a few hundred pounds lighter than it, and mostly crucially a few hundred pounds off the nose. It’s packing more power than the Boss with a pretty close suspension set up. We already know the stock GT’s ability to keep up with an M3 is pretty good, now add 150 HP and better handling. So instead of keeping up the Teutonic bruiser, you’re watching it shrink away in the rear view and still pocketing money.
A Shelby GT500, An Super Charged SN-95 and our S-197 5.0 Mustang

Overall, color us impressed with the new Mustang GT. Obviously, we bought one. It’s a very well sorted car despite its handicaps and takes our pick as the top muscle car from the big three. It’s lighter, faster, and all around a much more enjoyable car to be in than the slower and sometimes more expensive competition from Chevy and Dodge. Oh, and an easter egg for you other 2012 owners, depress the brake and then the T/C button twice before letting off the brake and you’ll be in “Sport” mode, which dials back the traction control, stability control and firms up the steering. Be careful with this trick!

CES 2011: Ford rolls out the fast-charging Focus Electric


For the first time ever, Ford revealed a new production at this week’s Consumer Electronics Show in Las Vegas. In what has become an annual tradition with his third appearance Ford CEO Alan Mulally showed off the new 2012 Focus Electric. The world first learned about the Focus Electric in December 2008 when the Detroit automakers had to submit their viability plans to the federal government as part of the discussions to get bailouts for General Motors and Chrysler. At the time Ford revealed plans to produce two battery electric vehicles (BEV), a commercial vehicle which is now in production as the Transit Connect Electric and a car, the upcoming Focus.

The reveal of the Focus Electric in the Las Vegas Hilton ball room yielded only one real surprise, the fast 240 volt charging capability. The Nissan Leaf which has been on sale for several weeks already supports 240 V charging but the input current is restricted so that charging power is limited to just 3.3 kilowatts, the lower limit for so-called level 2 charging equipment. Anyone that has picked up their phone or computer while the battery is charging knows that it heats up while taking in electrons. Nissan opted to go with an air-cooled lithium ion battery pack for the Leaf and which gives them limited latitude for cooling the battery during charging, thus the relatively slow charge rate.

Ford on the other hand is using a liquid cooled pack in the Focus that allows for active thermal management. As a result, Ford is allowing the Focus to charge at the maximum 6.6 kilowatts allowed by the level 2 standard. That means the Focus Electric’s 23 kilowatt-hour battery can be charged in just 3-4 hours compared to the 8-10 hours for the 24 kWh pack in the Nissan. Ford developed the battery pack in-house and will assemble them at a plant west of Detroit. The lithium cells are being supplied by South Korea’s LG Chem and are similar to those used in both the Chevrolet Volt and Hyundai Sonata hybrid.

For those that want to take advantage of the 3-4 hour charge capability, Ford has partnered with Best Buy to have its Geek Squad crews come out and install 240 V chargers for $1,499. That ‘s $500 less than the installed price for a Volt charger and as much as $1,000 less than the AeroVironment chargers being pushed by Nissan for Leaf buyers.

At the reveal Ford wasn’t talking much the Focus Electric range specs, but has previously targeted a range of about 100 miles. Real world range will likely be in the same 80-100 mile range expected for the Leaf. Propulsion comes from a 100 kW electric motor and top speed is limited to 84 mph. Visually, the EV Focus gets unique 17-inch wheels and an Aston-Martin-esque grille that is blanked off to optimize the aerodynamics. Inside, the same dual LCD instrument cluster found in the Fusion hybrid is in place but programmed with new displays tuned to the battery-only operation. Like the Leaf and Chevy Volt, Ford has also developed a smart phone app that lets owners monitor and manage battery charging so that the vehicle can be prepared when needed.

Ford is showing the Focus only as a five door hatchback in Las Vegas, but the EV should be available as a four door sedan as well.  When the new Focus was first previewed in late 2009 Ford said that the new platform has been engineered to accommodate conventional, hybrid and full electric powertrains, all of which can be built on the same assembly line. The Focus Electric goes on sale in late 2011 at a yet to be announced price.