Automatic Sport Cars

Dearborn (DP) - Ford Motor Company (FMC), introduce the Ford Explorer 2011. 2011 Ford Explorer equipped with the new engine is more economical but do not forget the performance.

Ford Explorer has been present since 20 years ago and has sold 6 million units worldwide. Explorer still brings a solid and aggressive design, the exterior is not much change. His form on his face is claimed as a 21st century modern design. Similarly, the interior uses material from recycled materials.
 The Explorer’s driver seat feels almost centrally located. There’s clear air between the chair and the armrest, with the door itself seemingly a foot and a half thick. The modern tradition of shoulder-height sills is fully respected in this car, as well. My transactions with the local Burger King gave me the distinct impression of being trapped in an oubliette, passing money and food through a distant trap door. It’s as far from the thin-door, narrow-body 1994 original as one can imagine, and it’s clearly designed to pander to all those perceived security issues supposedly experienced by female drivers.
 By the numbers, the Explorer’s cargo capacity falls way behind that of the GM Lambdas, with approximately eighty cubic feet of max space versus one hundred and sixteen, but numbers might not tell the whole story. Real-world capacity probably isn’t that different, and the web forums are abuzz with allegations of clever measurement and fractions of cubic feet found in cubbyholes. Still, if you need the absolute maximum storage, the Acadia and siblings are the ticket. Same goes for towing: the Explorer tops out at five thousand pounds. To be fair, however, a Tahoe or Expedition would have far more towing and cargo capacity at a cost which wouldn’t be much higher. My experience pulling my race car on an open trailer with my Flex indicates that the D4 chassis is more than up to the job, but that the transmission just feels delicate. Serious towing with a sideways gearbox frightens me, and it should frighten you, too.
In the front bonnet mounted 3.5 liter engine, V6, capable of throwing power 290 hp and 345 Nm of torque. There is also a 2.0 liter EcoBoost petrol engine with turbocharger. Engine Explorer 2.0 liter claimed by the FMC has the same aggressiveness with a V6 engine. This machine is capable of throwing power up to 237 hp at 5500 rpm and 339 Nm of torque.
 
One reason why critics are looking closely into the overall weight of the vehicle is the fact that it can impact performance, carbon footprint, and fuel economy. With a lightweight design, the 2011 Ford Explorer model is therefore an eco-friendly option. Ford very recent announced that the  Ford Explorer 2011 will come with optional 2.0-liter 4 cylinder EcoBoost engine that means it is turbocharged and comprises of gasoline injection. The new  Explorer will offer at least 30% savings  in fuel economy than its predecessor, which will make  it the most fuel-efficient SUV in its category.  Thus fuel economy will be boost up to 18mpg for city and 26 mpg for highway.The current model comes  with Ford’s unique “EcoBoost” turbocharged four-cylinder V6 engine. It therefore delivers up to 275 horsepower and 280 lb-ft torque with fuel consumption similar to that of lower powered vehicle engines. This model also introduces a six-speed automatic transmission, with choices between four-wheel drive and rear-wheel drive to save more fuel.

The one-two punch of soaring gas prices and social stigma has convinced an awful lot of folks who jumped on the SUV bandwagon during the past decade that they don't really need to be driving a big honkin' truck after all. But for the holdouts or those people who truly need lots of towing and hauling capacity, there's the 2011 Ford Expedition.

Actually there are two versions of Ford's flagship sport-utility vehicle: the regular Expedition and the long-wheelbase Expedition EL. Both come with the big V8 engine, hefty towing capacity and supersized eight-passenger interior that buyers expect in a full-size SUV. The biggest difference between the two is the EL version's significantly larger cargo hold.
With room for up to eight passengers and excellent towing capabilities, the 2011 Ford Expedition allows you to take your family and friends on a trek wherever your adventurous heart desires.

The 2011 Ford Expedition is not just another SUV.  For those who love size, the Expedition seats up to eight people in up to three rows of seats.  Cargo room varies with 108.3 cubic feet of volume behind the first row, 55 cubic feet behind the second row and 18.6 cubic feet behind the third.  The optional third row folds flat into the floor via an optional power-folding mechanism. Available in XLT, Eddie Bauer, Limited and King Ranch series, and 4x2 and 4x4 configurations, the 2011 Ford Expedition is definitely versatile.  The Expedition is powered by a 5.4-liter, 310-horsepower, flex-fuel V-8 engine with 365 pounds-feet of torque, and can tow up to a gargantuan 9,200 pounds.
Apart from the two, there is the base XLT trim, and the Eddie Bauer trim just above it, while the Limited sits at the top.

All Expeditions sport an Independent Rear Suspension, a feature not common in the full-size SUV market. Motivation comes via a 5.4-liter V8 good for 300 horsepower at 5,000 rpm, and 375 lb-ft of torque at 3,750 rpm which the EPA rates at 12 mpg city and 18 mpg highway in a rear-wheel drive application.

The motor is coupled to a six-speed automatic, the only available powertrain combination. Towing capacity is an impressive 9,200 lbs, when properly equipped and in the rear-wheel drive configuration.
In government crash testing, the Ford Expedition received a five-star rating (the best possible) for frontal and side-impact protection for driver and passengers.
Interior Design and Special Features

A large part of the 2011 Ford Expedition's appeal has to do with its passenger cabin, which can be fitted with a variety of seating options to comfortably accommodate five, seven or eight passengers. The standard second-row bench seat features reclining seatbacks and is split 40/20/40, which allows the center portion to slide forward to put young children within easy reach. Second-row bucket seats are an option on all but the entry-level XL models.
The Expedition's interior design is generally attractive, though some people might find the dash's array of buttons confusing. Some low-quality interior materials also disappoint, particularly when you've paid the extra money for a premium trim level like the top-of-the-line King Ranch edition. Of all the Expedition's available bells and whistles, the voice-operated Sync system -- which, among other services, allows you to control your cell phone and MP3 player without removing your hands from the steering wheel -- is a standout.

Driving Impressions
There's no denying that the 2011 Ford Expedition -- all 17-plus feet and more than 5,500 pounds of it -- is one heck of a big truck. Oddly enough, though, it doesn't really feel like it from behind the steering wheel. Much of the credit goes to the fully independent rear suspension, which is a rarity in a full-size SUV. The ride quality is good overall, though some competitors feel a bit smoother on the highway. Relatively precise and responsive steering also makes the Expedition more nimble than you'd expect.

The 5.4-liter V8 under the hood is sufficient for everyday driving, but performance suffers when you've packed up the Expedition with full load of passengers and cargo and/or towing a trailer. The six-speed automatic transmission is smooth and produces quick shifts, but it has some trouble finding the right gear in certain situations.

Dearborn's engineers started by junking the outgoing powertrain. The Edge now relies primarily on a more powerful and efficient 285-hp 3.5-liter V-6. Backed by a six-speed automatic transmission, the V6 achieves EPA ratings of 19 mpg city / 27 mpg highway in front-wheel-drive form.

Hot-rodders, or at least five-seat crossover shoppers who imagine themselves in a flat black model with a flame paint job, can opt for the Edge Sport. That was mostly an appearance package on the old model, but the new Sport gains a 305-hp 3.7-liter V-6 borrowed from the Mustang.

The Sport rolls on standard 22-inch aluminum wheels and has tauter shock tuning for more responsive handling. Despite the big wheels and stiffer shocks, the ride doesn't prove as jarring as the combination would suggest, and gas mileage slips only slightly to 18 mpg city and 25 mpg highway.

The most interesting news, however, is the Edge's use of Ford's new 2.0-liter turbocharged four-cylinder EcoBoost engine, which is slated to become available early next year. According to Ford, this power plant will deliver 10 percent better gas mileage than a comparable V-6 with similar horsepower and torque, which means gas mileage of 30 mpg. We'll find out more details when this engine debuts in the 2011 Explorer this fall.
Out back, the cheap looking chrome housing in the tail lamps has been dropped for a more conventional red style, complete with uniquely stylized indentations in the tail lamp housings which have "EDGE" embossed into the plastic. Other changes to the rear of the crossover include minor changes to the general shape of the rear bumper and lower fascia, as well as the addition of an external handle and chrome 'wings' on either side of the Ford oval.

Although the outgoing Edge's interior was generally considered ergonomically sound and modestly appealing to the eye, hard plastic and a lack of design language kept the Edge's interior from being particularly memorable. For the latest model, Ford says it made considerable improvements to overall design, layout and particularly to materials. The new Edge enjoys a more upscale look and feel, along with simplified controls via new interfacing technologies.

Gone is the rock hard door panel plastic, here are soft touch materials with special acoustic dampening properties to help make the Edge one of the quietest interiors in the class. Ford says that the new Edge will benefit from an extensive combination of changes aimed at reducing noise in the cabin, including: a new and more absorptive sound pack throughout the interior, an acoustic headliner, a new robust engine cover, several subframe mount additions and upgrades, a laminated windshield, underbody shields and a re-tuned exhaust system.
There are fixes to the Edge's fundamental hardware too. The old Edge had a vague, sloppy feeling to its steering, a problem Ford has corrected by upgrading to a steering rack with reduced internal friction. Additionally, according to vehicle engineering manager Rich Kreder, testing showed the Edge's steering was uncommonly sensitive to the valving of the rear shocks, so Ford tuned the rear shocks' low-speed damping to improve the steering response.

Edge owners complained bitterly about the outgoing model's mushy, confidence-sapping brake pedal. In response, the company installed stiffer brake calipers, brake pads that grab more aggressively and changed the motion ratio of the pedal assembly to provide a firm, responsive brake pedal. "It was embarrassing that the old brakes were so bad," Kreder says.
The Edge finally delivers on the dynamic driving experience promised by its design, with a trio of powertrains that let customers choose an engine that best suits their needs. A sumptuous cockpit and increasingly functional electronic gadgetry‚ details that have contributed to the Taurus increasing its residual value, are bonus features that will boost customer satisfaction. These upgrades effectively distance the Edge from competitors like the dismally cheap Toyota Venza and should fend off the strong challenges of the Hyundai Santa Fe and Kia Sportage.

America's best-selling full-size van for 31 years running, Ford E-Series marks its 50th anniversary in 2011 by offering premium technology to better serve customers. These technologies are designed to help customers manage their fleets more efficiently and track and secure tools.

Available technologies like Ford Work Solutions, SYNC voice-activated communications and entertainment system and a navigation system with HD Radio technology add up to a formidable package for both productivity and customer satisfaction.

Since 1961 the time-tested E-Series has proven itself as always being there for customers and their family or business needs with smart innovations and the right equipment to get the job done.

E-350 and E-350 Super Duty
Available in regular and extended lengths, the 350 Super Duty van has a maximum gross vehicle weight rating of 9,500 pounds. Single- and dual-rear-wheel trims are available. The E-350 passenger wagon can seat seven, eight, 11 or 12 people; extended-length vans seat 11, 14 or 15 occupants.

The standard E-350 engine is a 5.4-liter V-8, and E-350 models with this engine come standard with an electronic stability system. A 6.8-liter V-10 that generates 305 hp and 420 pounds-feet of torque can be installed with a five-speed automatic transmission in either model.

    255-hp, 5.4-liter V-8 with 350 pounds-feet of torque
    305-hp, 6.8-liter V-10 with 420 pounds-feet of torque (E-350 van/wagon)
    Standard five-speed automatic
Comfort and convenience built into the interior
The 2011 E-Series features a tough, functional interior that reflects its exterior design. Key features include:

•Functional, user-friendly instrument panel and center console
•Storage, cleverly integrated throughout:
•Door trim panels feature integrated second-bin compartments; a contents-retention strap helps secure items in the driver's door
•Instrument panel has a storage tray above the passenger airbag
•Center console includes three large cup holders that can accommodate a wide variety of cup sizes, an integrated clipboard holder and space for a laptop
•Four optional user-defined switches on the dashboard and an efficient wiring harness make it easy for upfitters to integrate aftermarket features such as auxiliary lighting
•Optional audio input jack on the instrument panel connects E-Series to MP3 players and other portable audio devices
•Large glove box provides still more storage and a second power point
•Available message center in E-Series vans and wagons features engine hour meter and standard vehicle maintenance information as well as miles-to-empty and fuel economy numbers
E-Series safety technologies

Exterior
The Ford E-250 features a large front grille and squared-off headlights. Also, the rear doors can swing out a full 178 degrees. Swing-out 60/40-split doors are installed on the passenger side, but a sliding cargo door is available as a no-cost option. Swing-out doors are the only choice in the rear. Exterior features include:

    Standard 16-inch steel wheels
    Available chrome bumpers and aerodynamic headlights
Interior
Aimed at commercial applications, the cargo-hauling van is fitted with two bucket seats up front. Passenger models have seating for eight occupants on two front buckets and a pair of three-passenger bench seats. Optional captain's chairs, reduce seating positions to seven. Interior features include:

    Standard air conditioning
    Available cruise control
    Available power windows, locks and mirrors
    Available in-dash computer with high-speed internet access; mouse and printer can be connected
    Available navigation system now with real-time traffic data and fuel prices
Celebrating 50 years of answering the call of professional contractors and light cargo commuting, the 2011 Ford E-Series Cargo Van presents itself as the E-150, E-250 Super Duty or E-350 Super Duty coming in XL and XLT trim levels. Regular and extended length models of the 2011 Ford E-Series Cargo Van are available allowing for a maximum 309.4 cubic feet of cargo capacity. Besides standard convenience equipment including keyless entry and ABS with electronic stability control, 2011 E-Series Cargo Vans offer optional Tool Link under the Ford Work Solutions package.
Two flex fuel compatible V-8 power plants can move the E-150 Cargo Van in 2011 starting with a 225 horsepower, 4.6 liter Triton V-8. An optional 5.4 liter Triton V-8 flexes more muscle with 255 horsepower and 350 pounds feet of torque. The larger Triton V-8 is standard on the 2011 E-350 Cargo Van with a 6.8 liter V-10 engine now available for 305 horsepower and 420 pounds feet of torque. Gone from the 2011 Ford E-Series Cargo Van is the 6-liter powerstroke diesel power plant. Four-speed and a TorqShift five-speed automatic gearbox channels the 2011 E-Series Cargo Van's power.

If you need to haul people around or if you need a van that can fit just about anything inside, then it’s a good idea to have the 2011 Ford E-150 is at your disposal.  The E-150 is extremely flexible; it can be had in an eight-occupant configuration with two-bucket front seats and two rows of benches in the back for those looking to transport the crew.  Conversely, if you have a ton of equipment you need to move, then the E-150 can be had as a cargo van with only the front bucket seats and an open cargo area in the rear.  The cargo van maxes out at 120.6 inches behind the front seats allowing for approximately 10 feet of floor-space to work with.

Since 1961 the time-tested E-Series has proven itself as always being there for customers and their family or business needs with smart innovations and the right equipment to get the job done.
  Standard on all E-Series vans and wagons, Ford's AdvanceTrac with RSC features unique functionality and a level of performance that competitive stability control systems can't match. Unlike competitor systems, AdvanceTrac with RSC uses a second gyroscopic roll-rate sensor to determine the vehicle's body roll angle and roll rate. If the unique roll-rate sensor detects a significant roll angle, the system applies additional countermeasures - such as applying brakes to one or more wheels or reducing engine power - to enhance vehicle rollover resistance
 
  Flex fuel-capable gasoline V-8 engines: All E-Series vehicles equipped with either the 4.6-liter or 5.4-liter V-8 engine are capable of running on E85 (85 percent ethanol and 15 percent gasoline), pure gasoline or any blend in between
    Compressed natural gas/liquefied petroleum gas: CNG and LPG fuel-capable engine available on 5.4-liter V-8 and 6.8-liter V-10
    Safety equipment: Includes an optional dash-mounted front passenger airbag cutoff switch on vans and cutaways and an optional factory-installed integrated trailer brake controller that permits direct operation of a trailer's electronic brakes
Even though the E-150 is a work van, it can still be loaded with features.  The top-of-the-line E-150 XLT Premium features privacy glass, power driver’s seat, running boards, leather captain’s chairs, SIRIUS Satellite Radio, audio input jack (iPod), SYNC, and a 6.5-inch in-dash display with DVD/CD/MP3 and navigation capability.

For those on the go, the Ford Work Solutions package consists of an in-dash computer, which includes available wireless accessories such as a printer and mouse to go with a wireless Internet connection.  Keep track of tools stored in the van with Tool Link and talk to other vehicles in your fleet with Crew Chief, which is a communications and diagnostics system that allows you can keep track of maintenance and employees whereabouts.

Safety is no laughing matter for the 2011 Ford E-150.  Dual front airbags and four-wheel-disc antilock brakes are standard on all trims, while traction control and an electronic stability control are only standard on recreational vans with gas-only engines.  A factory-installed integrated trailer-brake controller and rearview backup camera are optional.

Take control of your fleet and enjoy the flexibility of transporting passengers or cargo in the spacious and capable 2011 Ford E-150 van.

Shelby has no qualms about constantly upping the horsepower of its range-topping Ford GT500 Super Snake. When first introduced in 2008, the base Super Snake had a mere 605 ponies under the hood with an option for up to 725. That number increased to 750 for 2010, and now for the 2012 model year, Shelby is set to unveil the latest Super Snake with up to 800 tire-shredding horsepower on tap from its 5.4-liter supercharged V8.

With a price tag approaching $50,000, though, supremacy doesn't come cheap. That's more than double what the plenty capable 305-hp Mustang V6 costs and almost $20,000 more than the already raucous Mustang GT. That's a lot of scratch for a Mustang, especially one stuck with an interior not much different from a well-equipped Mustang GT. Unimpressive interior materials and a tilt-only steering wheel are even more glaring oversights at this price.

But on the whole, these are minor blemishes next to everything that's great about the 2012 Ford Shelby GT500. It's a quicker thrill than the Camaro and the Challenger, and its backseat makes it more practical than a Corvette. No doubt it will be a fond deathbed memory for those lucky enough to own one.

Exterior and Interior

The Engine

The Competition

After numerous improvements to the Mustang lineup last year, we wouldn't have been surprised this year to see Ford's engineers just sit back and watch their winning horse run circles around its competition. As it turns out, though, they've been busily creating yet another highly desirable model to join the stable.

Bullitt. Cobra. Shelby. Mach 1. Ford’s charismatic Mustang has taken on many roles, many forms, and many names during its 46-year history, and the company’s modern marketing machine has pillaged pretty much all of them in the past decade. Boss, however, has stayed largely in the shadows, adorning a few track-only specials sold in extremely limited quantities.

The Boss Mustang is hitting the streets once again in the form of the track-oriented Boss 302 unveiled at the Rolex Historic Races at Laguna Seca. According to the company, the 2012 Mustang Boss 302 is the “quickest, best-handling straight-production Mustang ever offered by Ford.” It pays homage to its track-star forebears by lightening and strengthening key components, juicing up the engine, and wrapping it all in the vintage color schemes that Boss Mustangs are known for still today.

Aerodynamic changes include a deeper front air dam and a rear spoiler. Not accidentally, the changes stylistically connect the new car to its predecessor, right down to the livery, including Competition Orange, Performance White, Kona Blue, Yellow Blaze, or Race Red. These are offset by white or black C-stripes and a matching roof.
As good as the Mustang is, there are a few minor faults. The interior still has its share of cheap plastic, while the lack of a telescoping steering wheel means a compromised driving position for some. The new-generation Mustang is also a victim of its own success when it comes to styling, because there are too many on the road to turn heads.

The 2012 Ford Mustang isn't the only horse in the race, either. The Dodge Challenger provides a more spacious interior, while the more dramatically styled Chevrolet Camaro will likely collect a lot more attention. The Mustang pulls away in the home stretch, however, as it presents the most complete package overall.
Body Styles, Trim Levels, and Options.
 The 2012 Ford Mustang V6 is powered by a 3.7-liter engine producing 305 hp and 280 pound-feet of torque. The Mustang GT steps up to a 5.0-liter V8 good for 412 hp and 390 lb-ft of torque. Both have a standard six-speed manual transmission, while a six-speed automatic is optional. As if this isn't enough, the Boss 302's 5.0-liter V8 ups power output to 444 hp and 380 lb-ft of torque. (An automatic transmission is not available for the Boss 302, however.)

The Mustang V6 coupe earns an EPA fuel economy estimate of 19 mpg city/31 mpg highway and 23 mpg in combined driving with the automatic transmission, while the manual is estimated at 19/29/22 mpg. The GT has an 18/25/21 mpg rating with the automatic, and 17/26/20 mpg with the manual. Opting for more aggressive rear differential gear ratios will further drop fuel economy.

In recent Edmunds testing, a V6 Mustang loaded with the Performance package and 3.31 gear ratios accelerated from zero to 60 mph in 5.6 seconds. A V8 Mustang with 3.73 gears managed the same run in only 4.8 seconds.
Standard safety features for all 2012 Ford Mustangs include antilock brakes, front-seat side airbags, side spotter mirrors and stability control. Also standard is Ford's MyKey system, which allows owners to limit speed and audio volume levels for young drivers.

In Edmunds brake testing, the V6 and V8 Mustangs turned in impressive stopping distances. The V6 stopped from 60 mph in only 103 feet, while the V8 needed only 109. It is important to note, however, that both vehicles benefited from the optional performance packages.
Interior Design and Special Features

The Mustang's interior can be appointed with all of the modern conveniences we've come to expect, while also paying homage to its rich history. Sync's voice-activation features greatly simplify operation of audio, phone and navigation systems. The buttons themselves don't have a particularly solid feel, though, and a large percentage of door panel and center console real estate is taken up by hard plastic.

The Mustang also lacks a telescoping steering wheel, though thankfully most drivers should be able to find a comfortable seating position. Both coupe and convertible body styles can accommodate four adults, but rear passengers will be cramped; if you regularly carry around more than two people, the Challenger is a better bet. The coupe's trunk can hold a decent 12.3 cubic feet, while the convertible's space drops to 9.7 cubes.

The 2012 Mustang Boss 302 and 302 Laguna Seca hit dealerships sometime in 2011 at a price yet to be determined. Figure around $36,000 for the base 302 and upwards of $40,000 for the Laguna Seca. Considering that Ford isn’t having any trouble finding homes for its $50,000 Shelby GT500s, we expect the limited-edition Bosses to likewise go quickly.

Starting in early 2011, the Focus in both North America and Europe will be the same vehicle. This is to be applauded because there was a big gap between the European Focus and the machine sold here. The European car improved on the basic goodness of the original, with better interior quality and driving dynamics. The U.S. car essentially stayed put: The original Focus was good enough to be a C/D 10Best winner, but the competition moved on, leaving the current version dead last in a recent small-car comparo.

The 2012 Focus is stylish in both sedan and four-door-hatchback body styles. The sedan comes in an entry-level S trim level, and both the sedan and hatch come in SE, SEL and Titanium trims. For a trim-level comparison, check out the sedan and hatchback. A high-performance Focus ST will join the family, but not until next year. With better styling than the Chevrolet Cruze and better handling than the Hyundai Elantra, the 2012 Ford Focus is the most complete package in the compact-car market.

 The 2012 Focus certainly looks terrific, especially in five-door form. The engineers and designers felt able to make the Focus sportier (by lowering its seating position and overall height) due to the upcoming C-Max—a tall-roof, five- or seven-seat derivative off this platform—that fulfills the family-car mission. Compared with the current U.S. Focus, the new car is 0.5 inch lower (at 58.1 inches tall) and 3.0 inches long­er (178.0 inches overall), and it has a 1.3-inch-longer wheelbase (104.2 inches). The 2012 model’s dimensions are close to the current Euro car’s, save for a wider track and lower stance.

A new body in white employs high-strength steel for 55 percent of the structure, the highest of any U.S. Ford. Torsional rigidity is up by 25 percent over that of the current Focus. Under the skin, the layout of the strut front and multilink rear suspension stands pat, but many pieces are revised. According to Gunnar Herrmann, the vehicle line director for global C-segment: “The carry-over on the platform is effectively only seven percent. We have changed almost everything.”

At launch, the Focus will get a new 2.0-liter, direct-injection four-cylinder that has variable intake- and exhaust-valve timing. Ford says the engine will put out 155 horsepower and 145 pound-feet of torque. Later on, expect a sportier engine. Jim Hughes, the chief nameplate engineer for the Focus in North America, adds, “We’ll eventually get an EcoBoost [turbocharged DI] engine in the Focus.” We’re thinking a 1.6-liter making more than 200 horsepower in a sporty ST model.
 There isn't a ton of room in the rear seat when a six-foot driver gets comfy behind the wheel, and taller passengers in the front seat may find that their legroom is pinched a bit by the thick center stack and console. Similarly, trunk space in the sedan isn't anything to write home about, and its 13.2 cubic feet of volume isn't as easy to make use of as we'd like, mostly due to a distinct lack of depth. Taller items will need to be placed on the rear seat, which does fold in something like a 70/30 split. Frequent haulers might do better to consider the five-door hatch, which offers up to 44.8 cubic feet of storage space with the rear seats folded.

Considering how much electro-gadgetry the 2012 Focus offers, the center stack is rather easy to navigate. Part of that overall look of cleanliness, though, is attributable to the steering wheel, which rivals that of a Formula One's tiller for its sheer number of controls. Not counting the horn, there are six clusters of buttons that can be pressed – and no, we're not making this up – 19 different ways. With controls for cruise control, Bluetooth connectivity, SYNC, the audio system and the in-dash computer (which has its own menu system directly between the speedometer and tachometer), we strongly suggest that any new drivers spend a few minutes acquainting themselves with the layout before heading out on the open road.
A newly re-engineered model, the 2012 Focus has yet to be crash-tested by the Insurance Institute for Highway Safety and the National Highway Traffic Safety Administration.

As required of all 2012 models, the Focus includes antilock brakes, traction control and an electronic stability system.

The Focus marks the debut of new airbag technology that Ford says will better protect against chest and rib injuries. Both the shape and a new variable venting feature attempt to tailor airbag deployment to suit the occupant's position. Seat-mounted side-impact airbags also have shoulder-level vents that are blocked by taller occupants to maximize deployment force; shorter occupants allow more venting and thus encounter a lesser force consistent with their size. Curtain airbags that cover the side windows for both rows of seats are also standard. For a full list of safety features, click here.
The interior looks like a winner, but there’s a caveat: The styling mockup we examined had hard surfaces, even if Ford assures us everything will be soft-touch in the production version. The mockup had cool piano-black and aluminum finishes and a stitched dashboard. This upscale trim is called “Titanium” in Europe, and it’s hard to imagine that the base U.S. model, which should still retail around the current car’s $16,690 price, will look as stylish.

With options such as a rearview camera, a blind-spot warning system, keyless ignition, a nav system with an eight-inch screen, and an upgraded version of the Sync infotainment system (dubbed MyFord), we can see a Focus stickering well into the $20,000s. Hughes clarifies: “Although we’re trying to maintain the base price, we think there will be pull from people coming down from C/D-segment cars [think Honda Accord, Ford Fusion] to C-class cars—people are downsizing vehicles but not their expectations.”

That’s a prevailing view at Ford these days. But it’s also one fraught with difficulty. People will pay $18,000 or more for a Mazda 3 or a VW Golf or a Honda Civic, but that’s because those cars carry so much brand equity. The average transaction price of a Toyota Corolla is less, and a Focus’s is way lower. No matter how good the car is—and Mark Fields, president of Ford of the Americas, says, “We won’t dumb this one down for the U.S.”—will American consumers pay more money for this latest Focus? If a domestic small car has a chance at challenging the Mazda 3 and the Golf, it’s this one.