Road Reality » Hot Car – Upcoming

Detroit 2012: GM Announces 2013 Cadillac ATS

John Suit — Thu, 02 Feb 2012 15:00:12 +0000

Cadillac’s CTS sedan, coupe and wagon range, as well as their enhanced V counterparts, have brought Cadillac up to BMW’s level. The CTS-V has even bested cars well above its pay grade. While the CTS was created to contend with BMW’s 5-Series sedan, Cadillac needed to do something about BMW’s volume-seller: The 3-Series. Enter the Cadillac ATS, announced at this year’s Detroit auto show. Combining rear-wheel drive, a sporting demeanor and an inviting interior, BMW just may have a fight on its hands. Continue reading to see plenty of pictures and my breakdown of the upcoming 2013 Cadillac ATS.

Cadillac started with a “clean sheet” design for the ATS, meaning the underpinnings of this car are brand new. According to Cadillac, that gives the ATS one of the lowest weight in its class, at under 3,400 pounds. That’s svelte by today’s luxury car standards, which mostly hover at or above the 4,000 lb mark. In addition to an all-new chassis, the ATS benefits from recent GM R&D under the hood, sporting a trio of engines. The base engine, a 2.5-liter 4-cylinder, delivers 200 horsepower, but the optional engines are where the fun is. A 2.0-liter turbocharged 4-cylinder rounds up 270 horses, while a 3.6-liter V6 develops 320 of them. I expect that the 2.0-liter turbo engine will be the volume seller, and it’ll most likely be the best-handling of the three setups.

Speaking of handling, the ATS will of course feature a fully-independent setup, but they’ll also have a magnetic ride setup, wherein the computer-controlled shocks adjust their stiffness hundreds of times per second. The use of lightweight materials in the suspension has helped keep a nearly 50/50 weight balance, which is always good for handling. Brembo brakes will be an option, to scrub speed off with gusto.

Beyond the engine, the ATS will offer up 6-speed transmissions in both automatic and manual setup, the latter for performance-oriented luxury buyers. The ATS will be rear-wheel drive, with an optional all-wheel drive setup for those in snowier climes.

The end result of the chassis, engine and transmission should be a fairly frugal yet fun to drive sedan. Cadillac is expecting the EPA to certify its ATS at over 30 MPGs on the highway, but I’d expect that only from the base engine, while the optional engines should rank in the high 20s.

Moving on to what we can see, the ATS closely resembles its CTS sedan sibling, just scaled down a bit. Sharp creases abound, from the hood and front fascia to the rear of the car. The flanks of the ATS show the most prominent curves, in a character line near the door sills. The fender flares are curved too, which helps to hide them. The dual exhaust outlets are in an odd position – not quite centered like the CTS-V, but not at the outer edges, as is seen in most cars. The rear end also looks a little too much like the Acura TL for my liking, but still fits in the Cadillac design paradigm.

Inside, it’s more of the same from Cadillac, which is to say, very well done. The most interesting color combination I’ve seen of the ATS is the gray seats with brown leather and dark wood trim. It’s warm and inviting without being overdone. The seats look like they could use a bit more bolstering, but should be comfortable enough for the daily commute. Cadillac is showing off its CUE infotainment system in the new ATS, where the touch screen navigation system is linked to the digital gauge cluster, providing the driver with plenty of information at his or her fingertips, as well as a myriad of customizations.

Also in the technology department, Cadillac’s new ATS will feature a ton of safety and tech features, including the aforementioned Cadillac CUE system:

Full Speed Range Adaptive Cruise Control
Intelligent Brake Assist
Forward Collision Alert
Brake Pre-Fill Automatic Collision Preparation
Lane Departure Warning
Side Blind Zone Alert
Rear Vision Camera With Dynamic Guidelines
Adaptive Forward Lighting
Hill Hold/Start Assist (Standard, manual transmission)

At the end of the day, I think Cadillac has ticked all the boxes on the sports sedan checklist:

Rear-wheel drive
Sporty suspension
Powerful brakes
Powerful engines
Manual transmission

Nobody can be sure that the Cadillac ATS will topple the segment-leading BMW 3-Series, but with the specifications and bodywork it’s strutting, the ATS looks to be a serious contender. Look for the ATS in Cadillac showrooms starting this summer.

Show Press Release

All-new, lightweight, rear-wheel-drive architecture with one of the lowest curb weights in the segment – less than 3,400 pounds (1,542 kg)
Broad lineup of engines, including two four-cylinders and a V-6 for North America, capitalizes on lightweight structure for performance with efficiency
Cadillac CUE, a comprehensive, in-vehicle experience that merges intuitive design with auto industry-first controls and commands for information and entertainment data

DETROIT – Cadillac today introduced the 2013 ATS, an all-new compact luxury sports sedan intended to challenge the world’s best premium cars. Developed on an all-new, lightweight vehicle architecture, Cadillac’s entry into the world’s most significant luxury car segment goes on sale this summer.

The rear-drive ATS brings Cadillac’s blend of technologically driven performance, elegance and design to a new audience of spirited drivers. Its sophisticated driving experience is enhanced with CadillacCUE, a comprehensive, in-vehicle user experience that merges intuitive design with industry-first controls and commands for information and media data.

“Designed with quick, nimble and fun-to-drive dynamics, ATS expands Cadillac’s portfolio into a crucial global segment,” said Don Butler, vice president of marketing for Cadillac. “For a new group of luxury consumers, this is a car that will fit their lifestyle and challenge the segment’s status quo.”

The Cadillac ATS is a new expression of Cadillac’s Art & Science execution philosophy, built on a foundation of driving dynamics and mass efficiency. It is the most agile and lightweight Cadillac, with one of the lowest curb weights in the segment – less than 3,400 pounds (1,542 kg).

Germany’s famed Nürburgring served as one of the key testing grounds, along with additional roads, racetracks and laboratories around the globe, ATS engineers balanced performance with Cadillac’s trademark refinement. Contributing components and features include:

Nearly 50/50 weight balance
Cadillac’s first five-link independent rear suspension using lightweight, high-strength steel and efficient straight link designs
A multi-link double-pivot MacPherson-strut front suspension with direct-acting stabilizer bar
Driver-adjustable FE3 sport suspension with Magnetic Ride Control real-time damping
Underbody aerodynamic shields
Premium (belt driven) electric variable-effort steering gear from ZF Steering Systems
Four-channel ABS with available Brembo performance brakes
Available all-wheel drive

“More than just another new entry, the ATS aims to change the status quo of the European-dominated segment,” said Butler. “That is why our approach in all elements of its development is so extensive and focused.”

A broad lineup of engines – including two four-cylinders and a V-6 for North America – delivers strong power to the ATS and capitalizes on the car’s lightweight structure to complement its performance with efficiency. The optional engines include an all-new 2.0L turbocharged four-cylinder rated at 270 horsepower (201 kW) and Cadillac’s award-winning 3.6L V-6, estimated at 320 horsepower (238 kW).

At 135hp/L, the new 2.0T is one of the most power-dense engines in the industry, topping engines from European competitors. ATS will offer both manual and automatic transmission options, along with rear-wheel and all-wheel-drive configurations.

The ATS will deliver peak highway fuel economy of more than 30 mpg.

A spirit of lightness and balance

Making the ATS one of the segment’s lightest cars was a fundamental criterion for and the guiding principle during its development, but it was done in a nuanced manner that ensures a refined driving experience.

“Low weight gives the ATS a more nimble and controllable feel, while also optimizing the performance and efficiency of the powertrains,” said David Masch, ATS chief engineer. “But we were careful to manage the weight while maintaining Cadillac’s signature levels of refinement.”

Optimizing the ATS’s mass was the result of a four-pronged philosophy that included strict adherence to original architectural goals, measured load management throughout the vehicle, benchmarking components to see if lighter solutions were available and an overall culture that “weighed” the mass of every component in the car against all aspects of its development.

An aluminum hood, magnesium engine mount brackets and even lightweight, natural-fiber door trim panels contribute to the ATS’s low overall mass – and reflect the systematic approach of evaluating every gram that went into the car. But some weight was deemed not only beneficial, but essential to the ATS’s driving experience. An example is the cast iron differential: Engineers found they could improve fuel economy with a cast iron differential rather than a lighter aluminum version.

And while the rear suspension is mostly steel, the focus on load management and straight links enabled significant weight savings without using alternate materials. This helps offset the weight of the engine and transmission at the front of the vehicle, helping the ATS deliver its near-perfect 50/50 weight balance, while also contributing to lower noise and vibration. A similar approach was taken on the wheels, where extra structural aluminum was strategically added to further reduce vibration.

“We approached development by counting all the grams in the ATS,” said Masch. “We minimized them where we could and put them to the best use where they were needed.”

Tailored design weaves in signature style and refinement

The 2013 Cadillac ATS interprets Cadillac’s Art & Science design language in a new proportion, tailoring the signature styling and refinement cues for the most compact Cadillac while upholding – and advancing – the exemplary attention to detail and technological elements for which the brand is known.

A long, 109.3-inch (2,775 mm) wheelbase and wide front/rear tracks are the cornerstones of the ATS’s firmly planted stance, which is enhanced by short overhangs and taut sheet metal that appears to wrap tightly around the tires. Seventeen-inch wheels are standard and 18-inch wheels are available.

Bold vertical lighting elements – including new LED front signature lighting detail – as well as illuminating door handles and active grille shutters lend technologically advanced style and function to the ATS. The grille shutters close at certain highway speeds to reduce aerodynamic drag and enhance fuel economy.

A driver-focused interior with integrated technology and crafted materials complements the exterior elements and supports the ATS’s driving experience. Everything from the placement of the pedals to the position of the shifter is designed for effortless and intuitive performance driving. Available performance seats have power-adjustable bolsters to optimize lateral support during high-load cornering.

Contributing to the interior’s intuitive feel is an instrument panel that wraps into the doors and a center stack in the mid-instrument panel that flows into the center console. LED lighting for the bold gauge cluster enables clear, at-a-glance viewing in all lighting conditions, while ambient lighting accents functional elements of the console and doors.

Real wood, plated metal plating and carbon fiber trim and Cadillac’s cut-and-sew instrument panel, console and doors enhance the emotional connection to the ATS. Choices of many interior color themes, each with unique accent trim material, cover a wide range of flavors – from light, open and warm to black and serious, to bold, technical and sporty.

CUE and ATS technologies

The ATS is offered with Cadillac CUE, a comprehensive, in-vehicle experience that merges intuitive design with auto industry-first controls and commands for information and entertainment data. It is designed to be unique for each consumer, from the “simple user” to the fully connected “super user.”

CUE, which stands for Cadillac User Experience, pairs entertainment and information data from up to 10 Bluetooth-enabled mobile devices, USBs, SD cards and MP3 players with a vehicle infotainment system that reduces complexity through customized information, voice commands and fewer buttons and larger icons. For example, most of today’s luxury cars have around 20 buttons controlling the radio and entertainment functions. CUE has only four.

The heart of CUE is the eight-inch LCD multi-touch sensitive screen, seamlessly integrated into the top of the central instrument panel and a motorized fully capacitive faceplate at the bottom concealing a 1.8L storage area. The vibrant LCD screen displays CUE’s home page, which resembles a smart phone’s screen by using large, easy-to-target icons to execute commands. Capacitive technology refers to using electrodes to sense the conductive properties of objects, such as a finger.

In addition to CUE, the ATS is offered with other technologies, including:

Bluetooth phone connectivity with voice recognition
USB, auxiliary and SD memory card ports
SiriusXM Satellite Radio with three-month trial subscription
Keyless access and keyless push-button start
Reconfigurable 5.7-inch instrument panel cluster display
Full-color reconfigurable heads-up display.

The ATS is offered as a well-equipped standard model and in Luxury, Performance and Premium Collections. A Bose® Cabin Surround audio system is offered on the standard model, as well as Luxury and Performance Collections. It is standard with the Premium Collection. A navigation system is also available with Luxury and Performance Collections and standard with the Premium Collection.

‘Control and alert’ safety strategy

Safety in the ATS is based on Cadillac’s “control and alert” strategy that employs advanced technologies – including radar, cameras and ultrasonic sensors – to help prevent crashes.

The safety features bolster driver vision and awareness of road hazards, and intervenes to help the driver avert potential crashes. In some cases, Cadillac’s advanced crash-avoidance systems will act without the driver, such as automatic braking, which will activate based on information indicating potential hazards.

Among the most sophisticated of the features is Front and Rear Automatic Brakes. This relies on short-range radar technology and ultrasonic sensors to help the driver prevent front and rear low-speed collisions via a progression of alerts that extend to complete braking, if necessary.

Optional advanced safety features include:

Full Speed Range Adaptive Cruise Control
Intelligent Brake Assist
Forward Collision Alert
Brake Pre-Fill Automatic Collision Preparation
Lane Departure Warning
Side Blind Zone Alert
Rear Vision Camera With Dynamic Guidelines
Adaptive Forward Lighting
Hill Hold/Start Assist (Standard, manual transmission)

The advanced technology safety features complement the ATS’s roster of other safety features, including eight standard air bags (10 with optional features), safety belt pretensioners and load limiters, StabiliTrak electronic stability control system with traction control and four-wheel disc brakes with four-channel ABS.

ATS also features OnStar standard for one year. It can use GPS and cellular phone technology to automatically call for help in the event of a crash. OnStar service also includes myCadillac and OnStar myLink mobile apps, which offer vehicle information, controls and OnStar services via the customer’s iPhone or Android smart phone.

About Cadillac

Cadillac has been a leading luxury auto brand since 1902. In recent years, Cadillac has engineered a historic renaissance led by artful engineering and advanced technology. More information on Cadillac can be found at media.cadillac.com.

2013 CADILLAC ATS PRELIMINARY SPECIFICATIONS

Overview

Model:	Cadillac ATS Sedan
Body style / driveline:	4-door luxury sport luxury sedan, RWD/AWD
Construction:	Unitized welded steel body with direct-mounted front cradle and rubber-isolated, multi-link independent rear suspension
EPA vehicle class:	small car
Manufacturing location:	Lansing Grand River Assembly, Lansing, Mich.

Engines

	2.0L Turbo DI VVT	2.5L I-4 DI VVT	3.6L V-6 DI VVT
Displacement (cu in / cc):	122 / 1998	150 / 2457	217 / 3564
Bore & stroke (in / mm):	3.39 x 3.39 / 86 x 86	3.46 x 3.97 / 88 x 101	3.7 x 3.37 / 94 x 85.6
Block material:	cast aluminum	cast aluminum	cast aluminum
Cylinder head material:	cast aluminum	c ast aluminum	cast aluminum
Valvetrain:	DOHC, four-valves per cylinder, continuously variable valve timing	DOHC, four valves per cylinder, continuously variable valve timing	DOHC, four valves per cylinder, continuously variable valve timing
Fuel delivery:	direct high-pressure fuel injection	direct high-pressure fuel injection	direct high-pressure fuel injection
Compression ratio:	9.2:1	11.4:1	11.5:1
Horsepower (hp / kW @ rpm):	270 / 201 @ 5300 (est)	200 / 149 @ 6200 (est)	320 / 238 @ 6800 (est – gas)
Torque (lb-ft / Nm @ rpm):	260 / 353 @ 2400 (est)	188 / 255 @ 4500 (est)	267 / 362 @ 4900 (est – gas)
Recommended fuel:	premium recommended but not required	regular unleaded	regular unleaded or E85
Maximum engine speed (rpm):	7000	7000	7200
Estimated fuel economy:	TBD	TBD	TBD

Transmission

	Tremec M3L TR3160	Hydra-Matic 6L45
Type:	fully synchronized six-speed manual with single overdrive	six-speed, electronically controlled, automatic overdrive with torque converter clutch
Gear ratios (:1):
First:	4.12	4.06
Second:	2.62	2.37
Third:	1.81	1.55
Fourth:	1.30	1.16
Fifth:	1.00	0.85
Sixth:	0.80	0.67
Reverse:	3.75	3.20
Final drive ratio:	3.27	3.27 (2.5L, 3.6L) 3.45 (2.0T)

Chassis/Suspension

Configuration:	rear-wheel drive
Differential:	open (FE2 suspension); mechanical limited-slip (FE3 suspension)
Front:	MacPherson-type with dual lower ball joints and direct-acting stabilizer bar; Magnetic Ride Control (FE3)
Rear:	independent five-link with monotube shock absorbers; Magnetic Ride Control (FE3)
Steering type:	ZF rack-mounted electric, power-assisted and variable assist
Steering ratio:	FE2: 16.8:1 FE3: 15.3:1
Steering turns, lock-to-lock:	FE2: 3.16 FE3: 2.86
Turn circle (ft / m):	FE2 RWD: 36.38 / 11.09 FE3 RWD: 35.99 / 10.97 FE2 AWD: 38.05 / 11.60
Chassis control:	four-channel StabiliTrak w/ brake assist and traction control

Brakes

Type:

four-wheel disc with sliding calipers on base; four-channel ABS/TCS w/ DRP; Brembo brakes with fixed calipers on Luxury, Performance and Premium collections

Rotor type and thickness (in / mm):

Standard front: 11.8 x 1.02 (300 x 26) vented, with Ferritic Nitro Carbunized process for corrosion resistanceStandard rear: 12.4 x 0.90 (315 x 23) vented, with Ferritic Nitro Carbunized process for corrosion resistanceUplevel front: 12.6 x 1.18 (321 x 30) vented, with Ferritic Nitro Carbunized process for corrosion resistanceUplevel rear: 12.4 x 0.90 (315 x 23) vented, with Ferritic Nitro Carbunized process for corrosion resistance

Wheels/Tires

Wheel size and type:	17×8-inch aluminum (painted) 17×8-inch aluminum (polished) 18×8-inch aluminum (machined-face) 18×8-inch aluminum (polished)
Tire size:	P225/45R17 90H all-season P225/45R17 90V run-flat all-season 225/40R18 92V run-flat all-season 225/40R18 88W / 255/35R18 90W run-flat summer-only 225/35ZR19 88Y / 255/30ZR19 91Y run-flat all-season (LPO)

Dimensions

Exterior

Wheelbase (in / mm):	109.3 / 2775
Length (in / mm):	182.8 / 4643
Height (in / mm):	55.9 / 1421
Width (in / mm):	71.1 / 1805
Track (in / mm):	front: 59.5 / 1512 rear: 60.9 / 1548
Curb weight (lb / kg):	less than 3,400 / 1,542 (approx.)
Weight distribution (% front / rear):	51 / 49

Interior

Legroom (in / mm):	front: 42.5 / 1079 rear: 33.5 / 851
Headroom (in / mm):	front: 38.6 / 980 rear: 36.8 / 935
Shoulder room (in / mm):	front: 55.2 / 1345 rear: 53.9 / 1370
Hip room (in / mm):	front: 53.0 / 1345 rear: 52.3 / 1328

Capacities

Seating capacity (front / rear):	2 / 3
EPA passenger volume (cu ft / L):	90.9 / 2573
EPA trunk volume (cu ft / L):	10.2 / 290
Trailer towing maximum (lb / kg):	1000 / 454 (3.6L)
Fuel tank (gal / L):	16 / 60.5
Engine oil (qt / L):	TBD
Cooling system (qt / L):	8.1 / 7.7 (2.0T) 7.1 / 6.7 (2.5L) 11 / 10.4 (3.6L)

*SAE certified.
Note: Information shown is current at time of publication.

by John Suit

Source: GM

Detroit 2012: Ford Announces 2013 Fusion

John Suit — Tue, 10 Jan 2012 15:00:46 +0000

Ford’s Fusion, which debuted in the 2006 model year, was a big milestone for Ford. It marked the beginning of a turnaround for Ford’s car division, which lost its way after the much-lauded Taurus became a dinosaur in the mid-sized sedan market. Since the Taurus/Five Hundred had moved up to the full-size sedan market, a new mid-sized sedan was called for, especially one which would be competitive against offerings from Honda and Toyota. The Fusion has been a great success, especially since its 2010 refresh, and for 2013, Ford is pulling out all the stops with its redesign. Continue reading for details, pictures and Ford’s press release.

The current Ford Fusion has a nice interior, stylish exterior, decent power train options, and is a good value. While that may be working for now, it won’t in the near future. With Hyundai’s Sonata and Volkswagen’s Jetta taking legitimate shots at the segment’s big guns (read: Honda Accord, Toyota Camry, Nissan Altima), a mild redesign just isn’t going to cut it.

To that end, Ford is borrowing a page from Hyundai’s book and ditching the V6 for 4-cylinder options. At the same time, it has improved its hybrid offering, and is adding a plug-in Energi trim level, which ought to be interesting. While the Fusion itself competes against the Toyota Camry and Honda Accord, the Energi plug-in hybrid will compete with the Prius Plug-In Hybrid and Chevrolet Volt.

Aside from the Energi, which is expected to achieve greater than 100 MPGe (gas/electric equivalency), the Fusion Hybrid should be rated at 47/44 city/highway, an improvement of 6 and 8 MPGs over the 2012 model, respectively. Then there are the gasoline-only engines, of which there are three. Two EcoBoost engines (1.6-liter and 2.0-liter) will be optional, with a naturally aspirated base engine. While the EPA hasn’t certified the 2013 Fusion’s various engine options, Ford expects the 1.6-liter to garner 26/37 city/highway mileage. The base engine will keep prices down, while the 1.6-liter will probably be the volume seller. the 2.0-liter EcoBoost is the sporty option, and of course the Hybrid and Energi trim levels will be the fuel-economy headliners.

Besides engines, the 2013 Fusion will sport 6-speed automatics, with some trim levels sporting paddle shifters. Further down the drive train, the Fusion will offer all-wheel drive for the first time, an option previously found only on its Lincoln MKZ sister car.

Enough talk of the drive train – let’s dissect the new sheet metal. Starting out front, the front grille area is similar to the new Fiesta and Focus, while resembling the front of current Aston Martins. The hood has sharp creases lifted from the Ford Taurus, as well as swept-back headlights. The profile is reminiscent of Audi’s new A7 sportback, while the rear end really pulls from the new Focus’ design. Two character lines run from front to back, one hiding the door handles and the other breaking up an otherwise flat sill area.

Wheel designs are on the sporty side, with very attractive designs, cribbing designs from BMW and Lincoln. The new Fusion’s taillamps remind me of Ford’s Focus, but having the exhaust outlets integrated into the rear fascia is a classy move.

Inside, it’s more of the same from Ford, which is a good thing. Ford’s current interior designers are right on the money, improving the cabins on all of its recently-redesigned vehicles. Comfortable-looking seats feature plenty of bolstering for sportier trims, while a driver-oriented center stack keeps controls at easy reach. MyFord Touch is present, of course, but it’s MyFord Touch 2.0, with a better layout for less-distracted driving. An actual volume knob is present, which is one of the most-used controls while moving.

The dashboard on the new Fusion is also taller, which should translate to being better enveloped, versus feeling like you’re riding or driving atop the Fusion. The instrument cluster hasn’t been touched too much, retaining its dual 4.2″ LCD screens which flank the analog speedometer. Once the new Fusion goes on sale, check back for my impression of the materials used, but I expect quite a bit of soft-touch plastic, with harder plastics used in lesser-touched areas.

No vehicle redesign is complete without a listing of new technologies on offer, and the new Fusion is no exception. The highlights include MyFord Touch for infotainment, Lane Keeping System, Adaptive Cruise Control, Blind Spot monitoring (BLIS), Active Park Assist and Auto Start/Stop.

Lane Keeping System helps drivers stay in their lanes by monitoring lane markings and then using a three-tier system to alert drivers. The first tier uses an audible alarm to alert the driver, while the second tier vibrates the steering wheel to get a driver’s attention. If all else fails, the third tier actually applies pressure to the steering wheel to keep the Fusion in its lane.

Adaptive Cruise Control (ACC) and Blind Spot Information System (BLIS) are already found on other Ford vehicles, and BLIS is currently an option on the Fusion. ACC uses radar sensors in the front bumper to keep the Fusion a set distance from the vehicle in front of it, reducing engine power and applying the brakes to accomplish this. BLIS uses sensors on the sides of the Fusion to detect cars where the driver may or may not see them, and illuminating LEDs in the side-view mirrors when cars are found. The system also detects cross traffic in front and back, to help avoid accidents when pulling out or backing into traffic.

Active Park Assist (APA) uses the aforementioned sensors and electronic power steering to park the Fusion, once a suitable parking spot has been located.

Auto Start/Stop is a feature that has been found on several European-only models in the past several years, but is finally making its way to the US. When the Fusion comes to a halt, the engine smoothly shuts down, and when the driver lifts their foot from the brake pedal, it’s restarted. If you idle a lot in traffic, this feature will come in handy in keeping fuel usage down, and should be a must-buy option for anyone who drives in a city environment often.

In the end, the 2013 Ford Fusion should prove to be quite the competition for the stalwart Honda Accord, Nissan Altima and Toyota Camry, as well as Hyundai’s upstart Sonata. Look for the new Fusion in Ford showrooms sometime this year – but my money is on late spring/early summer.

by John Suit

Source: Ford

Show Press Release

New Ford Fusion Brings More Technology, Expected Triple Crown of Best-in-Class Gas, Hybrid, Plug-In Efficiency

New Ford Fusion is the first sedan to offer gasoline, hybrid and plug-in hybrid powertrains, each with expected top fuel economy, underscoring Ford’s commitment to give customers the power of choice
With seven must-have technologies, including a Lane Keeping System, adaptive cruise control, active park assist and MyFord Touch®, the all-new Ford Fusion shows how Ford is delivering features customers truly want and value
Customers can choose from Fusion’s widest-ever portfolio of fuel-efficient powertrains including EcoBoost™, hybrid and plug-in hybrid engines; automatic and manual transmission offerings; and auto start stop technology
Revealed in North America as the midsize Fusion sedan, this all-new car signals the next-generation Ford Mondeo for world markets

Soundbites: All-New Ford Fusion

DETROIT, Jan. 9, 2012 – Ford’s all-new Fusion brings alive the next generation of more expressive vehicles from Ford and is the first sedan to offer gasoline, hybrid and plug-in hybrid versions – each expected to deliver top fuel economy and an engaging driving experience.

Featuring a sleek silhouette and fresh face, the all-new Fusion is the latest in a series of vehicles from Ford – following the 2011 Fiesta subcompact and 2012 Focus small cars – developed to satisfy customers everywhere who want leading fuel efficiency, helpful technologies and game-changing looks.

“Our vision for Fusion was clear – deliver the very best of what One Ford stands for,” said Derrick Kuzak, group vice president of Global Product Development. “We brought our global teams together around a blank slate with the charge to develop a midsize car with groundbreaking design and jaw-dropping fuel economy – one that featured technologies to help make our customers safer and better drivers. This car is the result.”

Fusion is revealed in North America in S, SE and range-topping Titanium series and points to the next Ford Mondeo for world markets.

For more information on the importance of the midsize car market, please follow this link:http://youtu.be/7C2ipp5A7gQ.

Triple-crown fuel efficiency

The new Fusion is expected to deliver best-in-class fuel economy across customers’ choice of gasoline, hybrid and plug-in hybrid sub-segments, following through with the commitment by Ford to be the fuel-efficiency leader – or among the leaders – with each new model brought to market.

Fusion brings the broadest selection of fuel-efficient powertrains in the midsize car segment. It offers hybrid and plug-in hybrid alternatives, a pair of EcoBoost™ four-cylinder engines, a normally aspirated four-cylinder engine, an automatic start stop system to shut off the engine at stationary idle, front-wheel drive and all-wheel drive applications, and a choice between automatic and manually shifted six-speed transmissions.

The 1.6-liter EcoBoost is expected to deliver best-in-class four-cylinder non-hybrid fuel efficiency of 26 mpg in the city and 37 mpg on the highway. The 2.0-liter EcoBoost engine – paired with a paddle-shifted six-speed SelectShift Automatic™ transmission, available 19-inch wheels and tires, and all-wheel drive with the ability to send additional torque to the rear – is the Fusion performance option.

2013 Ford Fusion Hybrid

Click here to download related images.

The Fusion Hybrid – 2010 North American Car of the Year – continues to innovate and evolve with all-new lithium-ion batteries that save weight and generate more power than previous nickel-metal hydride batteries, while raising maximum speed under electric-only power from 47 mph to 62 mph.

Fusion Hybrid also features an all-new 2.0-liter Atkinson-cycle four-cylinder gasoline engine, significantly downsized from the previous 2.5-liter unit while maintaining performance standards. This innovative powertrain is anticipated to deliver best-in-class fuel economy of 47 mpg in city driving and 44 mpg on the highway.

Fusion Hybrid fuel economy stands to outperform the 2012 Toyota Camry Hybrid by 4 mpg city and 5 mpg highway and the 2011 Hyundai Sonata Hybrid by 12 mpg and 4 mpg, respectively.

2013 Ford Fusion Energi

Click here to download related images.

Topping the fuel-efficiency ladder is the Fusion Energi plug-in hybrid, aiming to be the most fuel-efficient midsize car in the world. Arriving this fall, Fusion Energi is anticipated to deliver more than 100 MPGe, a mile per gallon equivalency metric for electrified vehicles. This is 8 MPGe more than the Chevrolet Volt and 13 MPGe more than the projected efficiency of the Toyota Prius plug-in hybrid model.

The next-generation Fusion 1.6-liter is the first automatic-transmission Ford product offered with an automatic start stop system. It shuts off engine power smoothly when the car is stopped and seamlessly restarts as the driver releases the brake pedal, helping Fusion to reduce fuel consumption and emissions by approximately 3.5 percent.

Fusion looks out for you

The all-new Fusion offers an unprecedented portfolio of driver assistance and convenience technologies based on sensors, cameras and radar that enable the car to see and respond.

Fusion can help drivers maintain proper lane position, adjust vehicle speed to changing traffic conditions, identify suitable parking spaces and help park, even aiding drivers backing out of parking space where visibility is obstructed. Specific technologies include:

Lane Keeping System: This class-exclusive technology consists of three elements to help a driver maintain proper lane position. Using a small, forward-facing camera behind the inside rearview mirror, the system “looks” down the road, monitoring lane lines to determine that the car is on course. The system will alert a driver if drowsiness or erratic lane-keeping is detected. The second element warns a driver with a steering wheel vibration if the Fusion drifts too close to lane markings. Finally, lane keeping aid will actually apply pressure on the steering to help bring the car back into proper lane position
Adaptive cruise control: Using forward-looking radar, this system “looks” down the road when activated, slowing the Fusion when slower traffic is detected ahead. Adaptive cruise control enables collision warning with brake support to help slow the car if the potential of a crash is detected
Active park assist: Employing sensors, this technology can identify a suitable parallel parking space, calculate the trajectory and steer the car to properly position it within the spot. All a driver need do is operate accelerator and brake pedals
Blind Spot Information System (BLIS®) with cross-traffic alert: Sensors in both Fusion rear quarter-panels are able to detect traffic in a driver’s blind spot, providing both audible and visual warnings if traffic – unseen by the driver – is detected. BLIS technology enables cross-traffic alert, warning the driver of oncoming traffic when backing out of a parking space with obstructed views, such as between two large vans

The power of voice

The all-new Fusion offers the latest iteration of Ford’s award-winning, industry-exclusive SYNC®communications and entertainment system, which enables voice-activated communication through a driver’s mobile phone and interaction with the car’s audio system.

Fusion also offers the latest version of MyFord Touch®, allowing a driver to interact with vehicle systems through voice control, a touch screen tap or a conventional button.

Both SYNC and MyFord Touch – powered by SYNC – help reduce the potential for driver distraction through voice-controlled functionality, allowing drivers to keep hands on the wheel and eyes on the road.

Different, by design

“The previous Fusion was an easy purchase for a customer to rationalize,” said Chris Hamilton, chief exterior designer for the next-generation model. “Our design goal for the new car was to give the mainstream sedan buyer a top-drawer visual experience, adding some emotional appeal to an already sensible choice.”

These five elements provided direction for the design team behind the all-new Fusion:

Silhouette innovation: Fusion’s sleek profile sets it apart from the powertrain/cabin/trunk “three-box” designs synonymous with midsize sedans
Perceived efficiency: Fusion character lines sweeping to the rear and thin roof pillars suggest the car is nimble and light on its feet
Refined surface language: Fusion demonstrates that a tasteful, well-executed design does not require add-ons or visual clutter
Technical graphics: Fusion’s functional design elements such as headlamps, LED taillamps and polished exhaust tips communicate enhanced technological capability
New face: Fusion signals the next evolution in Ford global design language for midsize cars and smaller

Inside, the new Fusion offers a sporty, driver-oriented environment with next-generation seating that brings expanded functionality. A higher center console supports the driver-centric theme and yields clever storage for items a driver wants to keep handy.

Additional passenger space was designed-in by moving the instrument panel toward the windshield, contributing to the cabin’s airy, open environment. Thinner, lighter frames support the comfortable next-generation seats trimmed with fabric using recycled sustainable yarns.

Craftsmanship plus dynamics equals feel

Fusion design delivers on the promise of high visual quality, with improved materials, elevated levels of craftsmanship and attention to detail.

Interior surfaces are softer to the touch and interior and exterior gaps are minimized, while extra care has been taken to upholster or cover each edge and every surface a customer can touch. When the trunk lid is opened, for example, a spring-loaded cover automatically conceals the trunk latch hardware.

“The holistic goal of our craftsmanship process is to see that Fusion not only delivers a superior visual experience but also feels like quality to the customer,” said Adrian Whittle, Fusion chief engineer.

Key contributors to how the Fusion feelsare the ride and handling components that maximize vehicle dynamics.

“This really is a driver’s car,” said John Jraiche, program manager. “Fusion is even more fun to drive with specially tuned electric power-assisted steering (EPAS), a MacPherson strut front suspension and an all-new premium-level multilink rear suspension – comparable to Audi and BMW configurations.”

Careful tuning by Ford’s vehicle handling and ride team has yielded a Fusion with a dynamic character that will please a well-seasoned enthusiast while increasing the confidence level of less-experienced drivers.

Fusion interior quiet reaches a new level with acoustic underbody shields and weight-saving sound-absorption material; both minimize road and powertrain noise while boosting aerodynamic efficiency to help save fuel. The all-new model adds content such as a full-perimeter hood seal to be among the midsize sedan segment leaders in giving drivers a quiet ride.

Fusion Hybrid and Fusion Energi models also are equipped with active noise control. This feature uses the audio system to mitigate extraneous road noise while enhancing powertrain sounds.

Strength and safety

Fusion is designed with customer safety in mind. Engineers increased its body strength by 10 percent, using more high-strength steels such as boron, and added dual first-row knee airbags and adaptive front airbags that vent and tether to conform to a specific occupant’s size, position and seatbelt usage.

The Fusion safety team targeted top-of-the-line ratings in each public domain safety benchmark, including National Highway Traffic Safety Administration ratings, the Insurance Institute for Highway Safety Top Safety Pick and top ratings in world markets where the car will be sold.

The most prominent example is Fusion’s front-end architecture, as the same car must face simultaneous – and seemingly conflictive – standards across regions. The car’s front end is equipped to meet head-on and offset barrier standards for North America while still conforming to European standards for pedestrian protection – thanks to hours of computer modeling and 180 validating crash tests.

Fusion will be produced at Ford’s Hermosillo, Mexico, manufacturing facility, soon adding production at AutoAlliance International Plant in Flat Rock, Mich. The car will appear in Ford showrooms in North America and South America later this year. Mondeo will be introduced next year in Asia and Europe.

The story behind the new Fusion

For more on the new Ford Fusion, check out http://FordFusionStory.com, a special mobile site featuring plenty of unique content including articles, videos and graphics that are easily shareable directly from your smartphone, tablet or computer browser to Facebook, Twitter, Google+ or blogs.

LA Auto Show 2011: The 2013 Ford Mustang Boss 302

John Suit — Wed, 07 Dec 2011 15:00:08 +0000

Introduced for the 2011 model year, the spiritual successor to the Boss 302 of the late 1960s and early 1970s combined speed and handling with Ford’s Mustang GT. The result was nothing short of amazing, with comparisons to BMW’s M3, among others. For the 2013 model year, Ford is cranking the Boss 302 up another notch, mostly in its appearance. Read on for more details and Ford’s press release.

When the 2011 Boss 302 was created, engineers on the team found 32 more horses inside the Mustang GT’s 5.0-liter V8, bringing to the total to 444. That number hasn’t changed, but bits of the drivetrain between the engine and rear wheels have been changed to improve drivability and durability. The 6-speed manual transmission is unchanged, but an upgraded “race inspired” clutch should help transmit the engine’s power rearward. In the limited slip rear differential, carbon fiber plates are now being used to provide better longevity and handling.

The wheels are staggered, so while all four of them are 19″ in diameter, the fronts are 9″ wide, the rears 9.5″. They’re lightweight as well, saving on rotational mass over the GT’s wheels. The wheels themselves are wrapped in Pirelli PZero summer tires, so the Boss 302 won’t be a four-season car from the factory.

Bringing it all to a halt is a brake package featuring Brembo calipers, clamping down on 14-inch rotors up front. The Mustang GT’s regular brakes are a carryover, save for upgraded pads. This appears to be the Brembo brake package available on the Mustang GT, except it’s standard on the Boss 302.

The bigger changes are found elsewhere. SYNC becomes standard on the Boss 302 for the first time, An interesting choice in a track-oriented car. While Ford built the Boss 302 to be comfortable and reliable as a daily driver, it makes more sense as a track toy. On the outside, the front end has been redesigned, as have all 2013 Mustangs. On the Boss 302, that means functional hood extractors and a new front splitter, for down force, not to mention new fascias front and rear. The new front fascia includes removable covers where the fog lights would normally go, which will aid in cooling the brakes on track days.

As for paint colors, which seem to change on most cars from year to year, the Boss 302 is no exception. Laguna Seca models can be optioned with School Bus Yellow paint, as an honor to Parnelli Jones’ 1970 Boss 302 race car. New hockey-stick graphics are reflective, really showing up when light hits them.

Look for the Boss 302 to hit showrooms in the Spring of 2012, along with the regular Mustang and Shelby GT500.

by John Suit

Source: Ford

Show Press Release

Ford Mustang Boss 302: Back with More for 2013, Paying Homage to a ’70s Legend

2013 Ford Mustang Boss 302 builds on the heritage of the 1970 Boss 302 with new, reflective hockey stick graphics package – first modern application on a production car
Also new for 2013 is heritage-inspired School Bus Yellow paint and Sterling Gray accents on Boss Laguna Seca, which delivers race-ready suspension, aerodynamic details and removed rear seat
Ford SYNC® connectivity system becomes a standard Boss feature for 2013, adding to a specially tuned engine, quad exhaust, brakes, suspension and design that optimize weight, aerodynamics and track performance

Click here to visit the 2011 L.A. Auto Show Media Site.

LOS ANGELES, Nov. 15, 2011 – The Ford Mustang Boss 302 is all about performance, and a nod to heritage comes standard with new paint options and design details for 2013.

A new hockey stick graphic featuring reflective stripes is added to the new Boss, calling back the 1970 Boss 302. 2013 Boss 302 and Boss Laguna Seca models feature new School Bus Yellow paint, honoring Parnelli Jones’ 1970 Trans-Am championship car prepared by Bud Moore.

“Everything we did for 2013 is consistent with and links directly back to our 1970 heritage. The reflective stripes and hockey stick graphic in particular mean something to Mustang enthusiasts,” said Dave Pericak, Mustang chief engineer. “Last year, we proved the car had what it takes to perform, and this year we focused on enhancing its eye-catching looks and celebrating its history.”

The reflective stripes on Boss come to life when lights hit them, similar to how they did in 1970 on the Mustang Boss 302. The new stripe follows the classic hockey stick motif by going over the fender and extending down the body panel.

Boss Laguna Seca has new Sterling Gray accents and will be available in vintage School Bus Yellow and black paint offerings, complemented by hockey stick stripes and gray interior rear cross-brace. Gray also sets off the front grille, mirror caps and rear pedestal spoiler, while Laguna Seca rear badging and unique two-tone gray and silver wheels round out the exterior accents. Unlike the previous model, the roof will not feature colored accents.

Similar to the redesigned base Mustang lineup, the front end offers a more powerful design with a more prominent grille. A more powerful splitter and functional hood extractors add to that look. Boss Mustang has new signature lighting, with standard HID headlamps and LED-surround taillamps.

The 2013 Boss also offers a unique functional design feature in the grille with removable covers where fog lamps would be. For improved cooling on track days, the covers can be easily removed with a screwdriver.

Additionally, the rear end features a high-gloss black panel that connects the taillamps. The taillamps deliver a smoked appearance that matches up with the sinister look up front.

The new Mustang Boss includes Ford SYNC®, the voice-activated in-car connectivity system, as a standard feature. With the base SYNC package, customers enjoy the core hands-free features and services that have quickly established SYNC as a must-have technology, with more than 76 percent of current SYNC users saying they would recommend the system to others.

Some features of SYNC include:

Hands-free, voice-activated calling via a Bluetooth®-connected mobile phone and control of a USB-connected digital music player
911 Assist™, the automated emergency calling service that is free for the life of the vehicle
Vehicle Health Report, the on-demand diagnostic and maintenance information service

Revved up and ready

The powerful Boss engine yields 444 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 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 handling and longevity. For those who want even more precise control over power delivery, a torque-sensing (Torsen) limited-slip differential is available, coupled with Recaro® front seats.

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 in front and 1 millimeter at the rear versus Mustang GT. But the real key to handling is in the adjustable shocks and struts, standard on all Boss Mustangs.

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 car, with the front wheels receiving 255/40ZR-19 tires while the rear stays planted thanks to 285/35ZR-19 rubber.

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

Boss 302 circa 1969-70

With styling tweaked by newly arrived Ford designer Larry Shinoda, the new-for-1969 Boss 302 sported front and rear spoilers, blacked-out hood treatment and racy side stripes for a look that screamed performance.

Beyond the bodywork, the Boss 302 didn’t disappoint. Its engine combined a four-bolt main Windsor small-block with reworked heads from the then-new 351 Cleveland engine. A forged steel crankshaft, connecting rods and pistons rounded out the reciprocating assembly. The result was a free-breathing, high-revving powerplant making what Ford claimed was 290 gross horsepower – though actual output is estimated to be significantly higher.

Ford engineers also thoroughly massaged Mustang’s suspension in an effort to meet then-boss Semon “Bunkie” Knudsen’s mandate “to build absolutely the best-handling street car available on the American market.” Stiffer springs and shocks, special sway-bar tuning, a stiffened chassis and wide tires led to the fastest Mustang ever to lap the Ford test track up to that point.

LA Auto Show 2011: 2013 Ford Mustang

John Suit — Thu, 01 Dec 2011 15:00:01 +0000

So, I’ve already shown pictures and gone through the big changes for the 2013 Ford Shelby GT500, and now it’s time to delve into its more mass-market brother, the Mustang (and Mustang GT). With a refresh in 2010 and new engines for the 2011 model year, the Mustang isn’t due for another big redesign until 2015. Until then, a few minor modifications will have to suffice. Read on for pictures and details, as well as Ford’s press release.

The Mustang team began by tweaking the front and rear ends of its already popular sheet metal. The front end resembles the 2011 Shelby GT500, with a more shark-nosed appearance, hood bulge, and trapezoidal upper and lower grilles. GT models, equipped with the 5.0-liter V8 keep the grille-mounted driving lights, while V6-equipped models will have to do without. That V8, by the way, get’s a bump of 8 horsepower from the 2012 model, to an even 420, 6 shy of the Camaro SS’s output.

Out back, the taillamps have been revised, with a classic surround, evoking Mustangs from the late 1960′s and early 1970′s. Also cribbed from classic Mustangs is the blackout panel between the taillights. Back up front, HID headlamps are surrounded by LED lighting touches, which are both functional and tasteful in appearance.

Along the new Mustang’s sides, not much has changed except for a new lineup of wheels which are displayed in the gallery below. A neat trick is the new Mustang’s mirror-mounted puddle lamps, which display the icon running pony logo on the ground when the doors are unlocked.

Inside, the 2013 Mustang isn’t immune from the proliferation of Ford’s latest in infotainment and driver information displays. The touch screen navigation with SYNC is still there, having made its debut in the 2010 Mustang, but now it’s been joined by an optional 4.2″ LCD screen between the speedometer and tachometer in the instrument cluster. The LCD displays instantaneous MPG readouts, distance-to-empty, as well as trip odometers and a new functionality set Ford calls Track Apps. Track Apps include G-forces during cornering, acceleration and braking times. It will also display temperature readouts for the air intake and cylinder heads, as well as air-to-fuel ratio. An updated steering wheel includes an OK button flanked by four directional buttons to scroll through the readouts on the LCD screen.

While the engines are carryover from 2012 models (save the bump in horsepower for the V8), Ford has finally equipped automatic Mustangs with a manual mode they call SelectShift. A toggle button on the gear shift lever allows drivers to select their own gear, a feature that’s been a glaring omission from order sheets for several years.

The 2013 Mustang, with its relatively minor changes, presents a more aggressive look combined with 21st-century technology. Hopefully for Ford, these changes are enough to boost its sales compared to Chevrolet’s Camaro, which has outsold the Mustang so far this year.

by John Suit

Source: Ford

Show Press Release

New Design, More Technology for Ford Mustang

New exterior design with more prominent grille, new hood and new LED signature lighting give the latest Mustang a high-tech look
Drivers of automatic-equipped Mustangs will be able to shift their own gears with new SelectShift Automatic™ transmission, now a standard feature
Industry-first technology allows drivers to monitor their own acceleration, g force and braking on the track with new 4.2-inch LCD screen showing Track Apps

Click here to visit the 2011 L.A. Auto Show Media Site.

LOS ANGELES, Nov. 15, 2011 – Ford Mustang – the icon of American performance and style – gets even more street swagger with a new design and a list of smart features that signal even more technology in the popular pony car.

“The new Mustang is the perfect example of continuing to build on excellence. It takes the greatness of the 5.0-liter and V6 and pushes the refinement to the next level,” said Dave Pericak, Mustang chief engineer. “The car has been spot-on functionally and now we’re adding more features and technology to further improve the driver’s experience.”

More aggressive design

The new model Mustang, which goes on sale in spring 2012, offers a more aggressive design with a significantly more prominent grille. A more powerful splitter adds to that appearance. Functional heat extractors on the hood of the GT were specifically placed and designed to help move hot air out of the engine compartment and cool the engine.

“We are delivering a more distinctive and emotional design presence that celebrates the total performance of Mustang,” said Darrell Behmer, Mustang chief designer. “This latest Mustang design is very respectful of its heritage while continuing to look forward with a more powerful and modern look.”

Rocker panels running along the car are now body-color, making for a more premium appearance. The rear has been updated with a high-gloss black panel that connects the taillamps. Keeping the sequential turn signal Mustang is known for, the taillamps also deliver a smoked appearance that matches the more purposeful look up front.

Also new for Mustang design are standard high-intensity discharge (HID) headlamps on both V6 and GT cars. Signature lighting plays into the technology upgrades for 2013 as well, with two individual light-emitting diode (LED) bars accentuating the front headlamps and three LED ropes forming the iconic three-bar rear lights.

The new Mustang offers a revamped wheel lineup, ranging from the standard 17-inch wheels for V6 all the way up to 19-inch optional wheels on the GT and V6 Performance Package. With updated designs, the wheels also offer new finishes and touches for a more powerful appearance.

There are two different finishes on the 17-inch wheel – machined-aluminum and painted. Three optional V6 wheels include an 18-inch polished aluminum set, an updated 18-inch painted aluminum and a 19-inch painted wheel design, with a new theme for the V6 Performance Package.

The standard 18-inch painted aluminum wheel on both GT and premium GT is an evolution of the five-spoke design. The 19-inch optional GT wheel comes with a gloss-black finish with machined face for a more sinister look.

The new car also offers mirrors with pony projection light, which casts the image of Mustang’s famous pony emblem on the ground when the unlock button is activated. New colors – Deep Impact Blue and Gotta Have It Green – join the existing sporty colors for 2013.

Also new on V6 and GT are optional leather-trimmed or cloth Recaro® seats that are currently available on the Shelby GT500 and Boss 302. Designed to enhance the high-performance driving experience, lateral bolsters in the cushion and seatback are used to ensure drivers have the support needed on the track during hard cornering and to deliver a comfortable ride.

The seats also come complete with integrated head restraints with ample room for drivers and passengers wearing helmets when at the track. Openings on the seatback are included for customers looking to create performance setups for their car on track days. The Recaro seats are the result of a global team effort led by SVT along with the Mustang engineering group in North America, Team RS in Europe and Recaro.

New driving technologies

The 2013 Mustang with 5.0-liter engine will now deliver 420 horsepower. Based on learnings from developing the high-output 444-horsepower Mustang Boss 302, the team was able to adapt several of the designs to the 5.0-liter.

The new Mustang can be specified with a six-speed SelectShift Automatic™ transmission. This advanced control strategy offers the driver a choice between fully automatic operation and manual control. The system is controlled with a selector button on the side of the shifter. The shifter has been upgraded for 2013 with more modern style and improved accessibility.

“This lets owners take an automatic out on a track day or whenever they want to drive sportier, and lets them have the convenience of switching to manual control,” said Tom Barnes, Mustang vehicle engineering manager. “It’s a significant improvement to our powertrain offerings that lets the driver take control.”

This capability makes the Mustang experience sporty yet smooth. Unlike some competitors’ transmissions, SelectShift won’t second-guess the driver with an override shift. With SelectShift, manual control is truly manually controlled.

A new option, the GT Track Package, debuts for 2013 for customers who want to push their Mustang even further at the track. Available only on manual GT Mustangs with a 3.73 axle, the package gives track enthusiasts an engine cooler, upgraded radiator, performance friction brake pads and the same Torsen® differential that’s on Mustang Boss 302. The package includes everything in the current Brembo™ Brake Package, with 14-inch vented front discs, unique 19-inch alloy wheels and summer performance tires.

Other optional package updates for 2013 include offering the Brembo Brake Package on both manual and automatic transmissions on Mustang GT. The V6 Performance Package is now available on automatic Mustangs for the first time.

Hill start assist makes its debut on manually equipped Mustangs. This feature helps keep the car from rolling backward, making it easier to pull away when on a slope or hill. With the brake pedal pressed, if sensors detect the car is on a slope, the system is automatically activated. Brake pressure is held in the braking system and the car remains stationary on the slope for up to two seconds after the driver releases the brake pedal.

A new 4.2-inch LCD productivity screen that lets customers access information related to fuel economy and vehicle performance also makes its debut on Mustang. The screen is navigated through a five-way control button located on the steering wheel and offers Track Apps, which delivers performance metrics for drivers right from the factory. The app measures g forces, shows acceleration times in quarter-mile and 0-60 increments, and displays braking times, complete with automatic and countdown starts.

The 2013 Mustang also offers customers two new audio systems for even better sound quality for incredible clarity and crispness. The optional Shaker™ system comes with eight speakers and pumps out 370 watts of power. The upgraded Shaker Pro offers nine speakers and delivers 550 watts of power.

The 2013 Ford Mustang will be built at AutoAlliance International Plant in Flat Rock, Mich.

LA Auto Show 2011: Ford Announces 2013 Shelby GT500

John Suit — Wed, 30 Nov 2011 15:00:18 +0000

After the “Terminator” Cobra was discontinued when its platform was replaced for the 2005 model year, a gap was left in Ford’s Mustang lineup. Starting with model year 2007, Ford’s Special Vehicles Team (SVT) began building the Shelby GT500. Based on a Ford Mustang, but tweaked from hood to rear spoiler, the GT500 has held the spot of top factory Mustang. At the LA Auto Show this month, Ford pulled the wraps off of the 2013 Shelby GT500. Read on for the laundry list of tweaks Ford’s engineers made, as well as the official press release.

While the Chevrolet Camaro ZL1 will have 580 horsepower and 556 ft-lbs of torque from its supercharged 6.2-liter V8, the new GT500 will feature a 5.8-liter supercharged V8 putting out a whopping 650 horsepower and 600 ft-lbs of torque. That’s alot of power to put to the ground, so a revised suspension and stickier tires were called for. Pulling that duty will be optional electronically-adjustable Bilstein shocks and Goodyear Eagle® F1 SuperCar G: 2 tires, respectively. A button on the dash is used to select between Normal and Sport suspension modes, the former for street use, the latter for track use.

The rest of the drivetrain needed to be modified as well, from the gearing in the transmission to the Torsen limited-slip differential. Extra cooling was added to keep engine temperatures down, including a larger fan, fan shroud and intercooler components for the supercharger. Speaking of the supercharger, it’s a newly-designed 2.3-liter unit from TVS, specifically created for the engine in the 2013 GT500. Helping get the GT500 up to speed is a new Launch Control system, which takes into account tire temperature, road surface and other variables to help drivers get the most performance out of their cars. Bringing the GT500 back down from speed is an optional Brembo brake package, including larger front and rear rotors, more aggressive pads, and six-piston calipers up front.

Outside, a new aerodynamics package is good for 200 mph, says Ford. All these changes will lead to a fast car, both in straight lines and in the twisties, good news for automotive enthusiasts. Ford has yet to announce when the 2013 Shelby GT500 will go on sale, but I’d bet we’ll see it in showrooms sometime in Spring 2012. Check out the gallery in the mean time for a preview.

by John Suit

Source: Ford

Show Press Release

2013 Ford Shelby GT500 Debuts As Most Powerful Production V8 in the World with 650 Horsepower, Top Speed of 200+ MPH

New Ford Shelby GT500 is powered by an aluminum 5.8-liter supercharged V8 producing 650 horsepower and 600 lb.-ft. of torque, making it the most powerful production V8 engine in the world
Nearly every vehicle system has been optimized including powertrain, brakes, gearing and suspension
New Shelby GT500 sets a performance-driven design standard with new downforce- generating front grilles, aggressive splitter, new quad exhaust system and two new forged-aluminum wheels
Also new for 2013 is an optional Performance Package with SVT-designed Bilstein electronic adjustable dampers and a Torsen limited-slip differential. The offering can be coupled with a track package for all-out racetrack performance

Click here to visit the 2011 L.A. Auto Show Media Site.

LOS ANGELES, Nov. 15, 2011 – The ultimate Ford Mustang – Shelby GT500 – raises the bar high on performance with the introduction of the new 2013 model that goes on sale next year delivering 650 horsepower and a top speed of more than 200 mph.

“SVT keeps the Shelby GT500 on the cutting edge of technology and takes muscle car performance to new heights,” said Jost Capito, director of Global Performance Vehicles and Motorsport Business Development. “We encapsulated every aspect of performance in this car – whether it’s 0-60, top speed, racetrack or quarter-mile times. Beyond that, the daily driver also will find this car perfectly fits his or her needs.”

The 5.8-liter V8 aluminum-block engine produces 650 horsepower and 600 lb.-ft. of torque, making it the most powerful production V8 in the world. The 3,850-pound car also stays exempt from the gas-guzzler tax.

Nearly every part of the powertrain has been optimized for producing the additional horsepower, including a new supercharger, new cross-drilled block and heads, updated camshaft profiles, a new carbon fiber driveshaft and upgraded clutch, transmission and axle.

A larger, more-efficient supercharger flowing more air through the engine is key to helping produce the massive 650 horsepower. The new TVS series 2300 creates 2.3 liters of displacement and is a unique design to the 5.8-liter engine.

The entire cooling system has been significantly updated on the new 5.8-liter engine. It now includes a larger cooling fan, fan shroud with high-speed pressure-relief doors, a more efficient charge air cooler, a higher-flow intercooler pump and an intercooler heat exchanger with volume increased 36 percent.

Revised gearing

Nearly every gear on the 2013 Ford Shelby GT500 was revised to manage the torque and use more of the power in a way that makes it more driver-friendly. Engineers considered more than 35 gearing combinations, finally deciding on one that balanced torque being transmitted all the way through the wheels and grip to the ground.

A key piece of the driveline, the six-speed manual transmission, offers upgraded gears, bearings and housing so it can properly manage the torque. The final drive ratio is now 3.31:1 for optimized overall vehicle gearing to complement the massive torque. Every gear besides fourth was optimized for competing performance metrics. The clutch has increased torque and rpm capacity and uses a dual-disc design.

“It might just seem like we’re putting a bigger engine into the car. But it’s been a balanced approach through and through,” said Jamal Hameedi, SVT chief engineer. “We’ve completely redone the car to be even more sophisticated in terms of handling and control than the prior model.”

Other keys for improved traction management include:

Torsen limited-slip differential:When customers order the optional Performance Package, they will get a Torsen limited-slip differential that helps the rear suspension deliver maximum torque and traction better and longer under track conditions
Launch control: A new launch control system lets drivers set the desired launch rpm depending on tire temperature, street surface or other conditions. Unique to SVT’s launch control is that it is integrated with both the engine control and traction control
Brembo braking system: A new Brembo brake system offers drivers enhanced stopping power to help keep their car under control, both on the road and the track. New six-piston calipers in front along with larger front and rear rotors help improve brake fade. New brake pads that are more aggressive also help the car achieve high deceleration and further robustness for more driver confidence

Aero advancements

Significant aerodynamic work was done on the new Shelby GT500 to ensure the car has proper downforce for optimum performance at all speeds. Engineers were able to determine how to harness the air that was moving around and through the car to improve the cooling system, maximize downforce and minimize drag.

The front fascia and splitters were modified to handle the extreme loads at 200 mph, resulting in a car that tracks more securely and feels more planted to the road at higher speeds. It offers 33 percent more effective aero loading at 160 mph compared to the 2011 model.

Superior ride

The new Shelby GT500’s driving dynamics have been improved, now working in concert with all the new content on the car.

Handling, all AdvanceTrac settings and steering assist levels within selectable steering have been tuned to account for the updated content. The previously available unique traction control system and electronic stability control settings help drivers achieve maximum performance on both the street and 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 traction control and electronic stability control intervene.

“We took a completely different approach with this car so drivers can choose their settings instead of a computer making the selection,” Hameedi said. “Nearly every system the driver interacts with can be tailored to his or her situation including the Bilstein electronic adjustable suspension, launch control, AdvanceTrac and steering assist levels.”

The 2013 Shelby GT500 offers two new sets of forged-aluminum wheels including a unique wheel for cars with the optional packages. The 19-inch front and 20-inch rear wheels are coupled with Goodyear Eagle® F1 SuperCar G: 2 tires on all vehicle configurations.

Taking it one step further

Sometimes Ford Shelby GT500 customers want to enjoy their car on surface streets. Other times they just want to let loose on the track. Two new optional packages on the 2013 model give them the choice.

Available as part of the optional Performance Package, SVT-designed Bilstein electronic adjustable dampers are accessed on the dash with a simple push of a button. Normal mode gives customers a more comfortable ride over road irregularities. Sport mode is all about performance, delivering improved response time on the track and less body roll while cornering and pitch under braking. The Torsen limited-slip differential also comes with the Performance Package.

“The adjustable shocks let us develop our car on the track without any compromise,” said Kerry Baldori, Ford SVT Global Performance Vehicles chief engineer. “Before, we had to tune the car with street implications in mind. Now we can go as extreme as we want on the track setting and still offer the customer a comfortable ride on the road.”

Enthusiasts can upgrade their Performance Package with an additional Track Package for all-out performance. The option comes with an external engine oil cooler, rear differential cooler and transmission cooler for further durability. The coolers play an essential role in preventing crucial components from overheating under high-speed conditions.

The 2013 Ford Shelby GT500 will be built at AutoAlliance International Plant in Flat Rock, Mich.

2011 LA Auto Show: 2013 Ford Escape

John Suit — Fri, 18 Nov 2011 15:00:38 +0000

At the 2011 LA Auto Show this week, Ford revealed the 2013 Escape. Ford’s small SUV is all grown up, with a host of new engines and technology, wrapped up in all-new sheet metal. Read on for more details, pictures and a video of the optional hands-free liftgate.

While the Escape has undergone periodic changes since it went on sale in 2000 as a 2001 model here in the United States, this is its first real departure from its initial boxy design. With its sleek new bodywork, the new Escape looks the part of a crossover, even if it’s marketed as an SUV. It also resembles the Honda CR-V crossover, an attribute which may or may not hurt its sales.

Outside, the new Escape shares a lot of its design paradigm with the new 2012 Ford Focus, including sleek lines, with a trapezoidal lower grille, swept head and taillights, steeply-raked windshield, and a roofline that drops as you get to the liftgate in the back. The side panels feature a creased character line which rises slightly from the front to the back, hiding some of the Escape’s bulk. Some of the rear evokes thoughts of the Subaru Tribeca B-9, but in a less stretched manner. The wheels look like up-sized Focus wheels, featuring an attractive design and satin finish. Dual exhaust outlets in the rear fascia lend a sporty look.

Inside, a one-piece dash looks like a cross between the new Explorer and Focus dashboards, while nicely-bolstered seats should prove helpful when corner-carving, if you so desire. Those new seats, as well as a lot of the Escape’s interior, feature recycled materials which save weight while reducing the carbon footprint of Ford’s redesigned small SUV. Several of Ford’s favorite interior bits make an appearance, from MyFord Touch, first seen in the new Explorer and Edge, as well as a 4.2″ LCD screen between the speedometer and tachometer. The LCD screen shows plenty of vehicle information, from trip odometers to system-specific readouts such as oil life and instantaneous MPG readouts.

Having not been inside a new Escape, I can only tell from the pictures, but the materials all look luxurious, something we haven’t seen a whole lot of in the small SUV / crossover market. Creature comforts like automatic climate control and touch-screen navigation add to the luxury factor as well.

Under the hood, the base 2.5-liter 4-cylinder engine carries over from the 2012 model, albeit upgraded with new fuel-efficient technologies. New to the Escape are two EcoBoost engines – in 2.0 and 1.6-liter variants. The EcoBoost engines are part of a Ford initiative to offer EcoBoost technology in 90% of its vehicles by 2013, and give owners bragging rights at the fuel pump. For anyone not familiar with Ford’s EcoBoost, it’s their way of marketing direct-injected twin-turbocharged engines that provide superior fuel economy without sacrificing power.

The 2.0-liter EcoBoost will deliver 237 horsepower and 250 lb-ft of torque, while the 1.6-liter EcoBoost will have 173 horsepower and 177 lb-ft of torque. While the EPA has not yet certified the engines in the new Escape, Ford is expecting class-leading fuel economy, and up to 5 mpg better than the current engines. Stealing another bit of tech from the Focus, Escapes optioned with the 1.6-liter EcoBoost or base 2.5-liter engines will feature grille slats that close and open based on speed and engine temperature, helping to reduce drag, which increases fuel economy.

Beyond the new engines, the Escape features a host of technology, from Ford’s love-it-or-hate-it MyFord Touch, which was recently updated to improve its user experience, to a hands-free power liftgate, which incorporates a sensor underneath the rear bumper to open and close itself. In between, the new Escape will feature BLIS, front and rear parking sensors, a backup camera, and parking assist, where the SUV will parallel park itself. The 4WD (four-wheel drive) system has been upgraded, and in actuality is an AWD (all-wheel drive), using wheel speed sensors to transfer engine power front and rear to help the driver keep control.

In all, the new changes should help the Escape sell in quantities it never has. With competitive features, fuel economy and good looks, the Escape presents a compelling product for anyone needing utility and people-moving capabilities without wanting to spend a ton of money at the gas pump. The 2013 Ford Escape should go on sale in the spring of 2012, after a short 2012 model year in its current guise.

Video of the new Escape’s optional hands-free liftgate:

by John Suit

Source: Ford