Rumormill: 2011 Ford Mustang details leak out

We have to wait a couple more weeks before we're officially "in the know" about the 2011 Ford Mustang, but it appears FoMoCo's secret information dam has a few cracks in it. Ford recently released its fleet distribution news bulletin and it offered some insights as to when the refreshed Mustang is coming and the new variants on offer. The bulletin states customers will be able to order their 2011 Mustang on January 18, 2010, with Ford's favorite stallion tentatively entering production on March 15, 2010.

The alleged news bulletin also mentions some of the new model variants on the way, including the return of the California Special. There will also reportedly be an SVT Performance package, three available 19-inch wheel options, an available six-speed automatic transmission and a Brembo Brake package. The SVT package includes 19-inch wheels, an RR spoiler, "Over the Top" stripe delete and a 3.73 limited slip. The order form also appears to confirm that the 2011 Shelby GT500 will continue to use the 5.4-liter V8 engine, which we hear will be of the all-aluminum variety. We'll learn a lot more about the 2011 Mustang when Ford reveals its vastly updated pony car at the LA Auto Show in early December.

[Source: GMInsideNews via Mustang Heaven]

Ford Fusion Named 2010 MOTOR TREND Car of the Year

The 2010 Ford Fusion is MOTOR TREND magazine's pick for its prestigious Car of the Year® award
The Fusion bested a field of 23 contenders - including the Toyota Camry, Honda Accord, BMW 7 Series and Mercedes-Benz E-Class - to win the prominent award
Fusion is now among America's top 10-selling vehicles and the No. 1-selling domestic car
Ford Fusion is America's most fuel-efficient midsize sedan for both hybrid and conventional gasoline models. The Fusion Hybrid with an EPA estimated 41 mpg rating in the city and 36 mpg on the highway tops the Toyota Camry hybrid by 8 mpg in the city and 2 mpg on the highway, while the four-cylinder Fusion with best-in-class highway fuel economy at 34 mpg tops the Toyota Camry four-cylinder by 2 mpg
The Ford Fusion - America's most fuel-efficient midsize sedan - today was named MOTOR TREND's 2010 Car of the Year®. The award comes hot on the heels of Fusion setting record-breaking sales for 2009.

"Ford has proven its resilience in these tough times by delivering to market a car with broad appeal to a broad range of consumers," said Angus MacKenzie, MOTOR TREND editor-in-chief. "The Fusion range has matured into a competitive roster of midsize sedans, able to compete with sales juggernauts such as the Toyota Camry and Honda Accord. It is no surprise the Fusion now ranks in the top 10 best-selling cars in America."

The prestigious award from MOTOR TREND comes at a time when Fusion sales are already at an all-time high, further positioning the vehicle as a formidable contender in the competitive midsize sedan market.

"The MOTOR TREND Car of the Year award is another testament of our commitment to delivering a world-class car lineup," said Derrick Kuzak, group vice president, Ford Global Product Development, who accepted the golden calipers on behalf of the Ford team. "Whether it is the best-in-class fuel economy or quality unsurpassed by Toyota or Honda, the Fusion and Fusion Hybrid are clear evidence that Ford is serious about our car lineup."

To win the coveted Car of the Year award, Fusion outperformed the competition - including the BMW 7 Series and Mercedes-Benz E-Class sedan - in six new categories: design achievement, engineering excellence, intended function, efficiency, safety and value.

"The Fusion brought a vast assortment of choice that has the potential to appeal to every type of driver, from the eco-conscious to the sport-minded," said MacKenzie. "The Fusion's combination of comfort, fuel efficiency, assortment and technology made it a clear winner among our panel of judges."

The 2010 Fusion and Fusion Hybrid are the most fuel-efficient sedans in America. The new models offer more power; class-exclusive technologies, such as Blind Spot Information System (BLIS®) and Ford SYNC®; and more total passenger and luggage capacity than the Toyota Camry.

The Fusion lineup expanded in the 2010 model year to include all-new Hybrid and Sport models and a new selection of gas-powered engines - all paired with six-speed transmissions - that deliver even more horsepower and better fuel economy.

Fusion: A hit from the start
The Ford Fusion has been generating excitement among journalists and consumers alike since the nameplate first launched in the fall of 2005. In fact, the introductory model - which marked Ford's re-entry into the midsize sedan market - was a finalist for MOTOR TREND's 2006 Car of the Year award.

Since then, Fusion's popularity has continued to soar - and so have sales. Fusion set a sales record in April - the first full month of sales for the redesigned 2010 model and the new Fusion Hybrid - and overall sales are already at an all-time high for 2009.

With its quality unsurpassed by Toyota or Honda, best-in-class fuel economy, class-exclusive technologies and significant residual value improvement, the 2010 Ford Fusion is clearly delivering the key attributes that midsize sedan buyers want.

"Even at a time when industry-wide sales are down 26 percent, Fusion sales continue to grow," said Ford Sales Analyst George Pipas.

The new Fusion Hybrid model has played an important role in Fusion's success. The vehicle delivers an EPA estimated 41 mpg rating in the city and 36 mpg on the highway, topping the Toyota Camry hybrid by 8 mpg in the city and 2 mpg on the highway. It also offers innovative new technology - SmartGauge(TM) with EcoGuide - that coaches hybrid drivers to maximize fuel efficiency.

According to Fusion Marketing Manager Jonathan Richards, car buyers are so passionate about Fusion that they are choosing to buy the high series models - Hybrid, SEL and Sport.

"Data show that high series models account for 50 percent of sales," he said. "Customers are also embracing technology offerings like voice-activated navigation, SYNC and Sony® Audio."

Richards says the introduction of a Sport model is also drawing praise from Fusion customers, as is the new six-speed gearbox with SelectShift(TM) transmission.

About Ford Motor Company

Source: Ford Motor Company (NYSE: F - News), a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 200,000 employees and about 90 plants worldwide, the company's automotive brands include Ford, Lincoln, Mercury and Volvo. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford's products, please visit www.ford.com.

Review: 1967 Classic Recreations Eleanor Mustang is the real movie deal

1967 "Eleanor" Ford Mustang Shelby GT500

H. B. Halicki was a used car salesman who wanted to make a movie. With a little money, one big idea, and a 1971 Mustang Mach 1, he made Gone in 60 Seconds. And in that particular way that movies, especially '70s movies, can be, it wasn't all that good, but it was awesome. Fast forward to Michael Bay's remake in 2000, and the Mach 1 was replaced by a 1967 Shelby GT500. When we got a call offering us the actual car from that movie for the weekend, we felt obliged to say yes... and then drive it like we stole it. The verdict: Eleanor is the hottest piece of car we've spent a weekend with in quite some time.

To bring up another enduring movie character, do you know why so many people quote Tony Montana? Because he had a way with words, and those words were often right, such as when he said, "First you get the money, then you get the power, then you get the woman." A common shortcut is to swap "the power" part of that equation for "a hot car," and then you can go straight to step three.

There are different kinds of hot, though; more often than not, when a guy buys a car, he's just a guy in a hot car. On rare occasions, and in rare cars, however, the combination of driver and car instantly renders a guy – and everything he touches – hardcore hot. The kind of car that makes people want to call you "Wolf," or "Hawk." The kind of car that makes hot women stand in your vicinity twirling their hair, hoping you know how to combine the words "love" and "dashboard light." The kind of car that is like putting on a cape.

That car is Eleanor.



A 1967 Mustang Fastback isn't enough to pull off that transformation on its own. To go all the way, to ring the bell, you have to go to – of all places – Yukon, Oklahoma. That's where the crew at Classic Recreations will, after you've given them at least $109,000, turn an ordinary Mustang into Nicolas Cage's greatest desire.

The transformation is comprehensive. An in-house 401 c.i. racing engine with aluminum heads goes up front, topped with an aluminum crossflow radiator, two 12-inch cooling fans, Mass Flo fuel injector system, Concept One serpentine belt drive system and ceramic coated headers. Power runs straight back to the rear wheels via a five-speed Tremec TKO manual (or an optional six-speed Tremec, or an automatic, if you're that guy) and Posi-Traction. The base model puts out 535 horsepower. At the other end, the engine has been worked to 770 hp and will relieve you of $189,000. The vintage body is held in check from twisting around all that power with enough bracing to qualify as scaffolding.









Inside, the car is overhauled with new seats bearing five-point harnesses, Classic's in-house gauges, a wood and aluminum steering wheel at the end of a Flaming River column, and the interior treatment from the deluxe versions of 1967 Mustang models. A feature you could not have gotten on your 1967: a NOS system with an "Armed" toggle on the dash and a "Go Baby Go" red button on the shift knob. The decision to add such accelerated go gas eliminated the possibility of a trunk; there is a space back there behind the rear window, but it's occupied by a giant tank of nitrous.

Underneath, the modern mech theme is upheld by a Total Control suspension conversion that puts coilovers and sway bars front and rear. And behind those Classic Recreations wheels are Baer brakes holding fast to slotted and cross-drilled rotors.

Outside is where we had only minor hesitations about a thoroughly beautiful car. We don't fault Classic because it is merely recreating a movie car. The issue is with Eleanor herself. She's a bit... busy. Mainly up front, and only in certain places and from certain angles, we just kept feeling "Hmm, there's a lot going on." We think it's the number of curves and bulges running from the hood bulge down to the lower grille and the twin, center-mounted lamps; that area of arc and shadow is quite a contrast to the otherwise straightforward lines of the car. It's still a hot piece, and call us blasphemers if you like, but we do prefer it to the 1971 Mustang from the original film.







Outside, though, doesn't matter when you get inside, which is our favorite attribute of Eleanor. And our favorite thing about the inside is this: it's simple. Spend a few moments getting locked into your harness, after which you'll realize that there's nothing to do in Eleanor but drive her. The windows are manual. The locks are manual. The climate controls are Mesozoic: heat comes from the engine, the air conditioning isn't worth fiddling with because even with it on, you will sweat in this car. There are no LEDs to adjust the color of. The key is a tiny, flat piece of metal. Compared to today's lumps of plastic, Eleanor's key looks like something you'd open a suitcase with. The only buttons in the entire car are on the stereo.

Stick that little key in the slot on the dash, turn, and unleash a barrage of rambunctious. The dual 2.5-inch pipes running through Spintek mufflers and exiting just behind the doors barely contain the engine's explosions. Eleanor is easily the loudest car we've ever driven – it set off at least two car alarms every time we took it out. So loud that we practically avoided cemeteries out of respect for the dead. So loud that you could turn a corner and see people already looking down the road for you, trying to figure out where to run to escape the bellow. So loud that wholesome, innocent bystanders would shake their heads as you drove by, thinking "That's a bad, bad man."

You damn right.









That sweet, sweet thunder rendered the sole buttons inside the car, on the Panasonic stereo, useless. Don't be fooled by that speaker array, either – it's just for show. Well, not actually, but it might as well be because you've got to have the volume cranked up so high that it feels like your ears are being assaulted on another flank. And that's before you hit the gas. When you do that, forget about hearing anything.

So you turn the stereo off and you play with the gas as often as possible, for the sound and the fact that the 550 horsepower in the car we had makes a 1967 Mustang run like Niagara. We welcomed the chance to stop at any light, not only for the opportunity to take off, but just to get 60 seconds to play with the throttle. Highway cruising is pure ease, and when you drop down a gear and turn the noise up to "Battleship Engine Room," you exercise the pedal and the car bolts. The suspension is on the firm side but not at all uncomfortable, doesn't squat, and only gets snippy with when going over large, sharp bumps.





Yet for all of the changes made to the car, we can't tell you how it drives at the limit. This is the actual car from the movie, and it's owned by Denice Halicki, the widow of the man who made the original film in 1974, H. B. Halicki. She lives in the hills and didn't want to get a workout every time she turned the wheel, so Eleanor is set up to drive somewhat like an old Buick. The power steering boost comes on so strong and so quickly that when you turn the wheel a fraction in either direction, the wheel practically turns itself after that. One finger – no, make that one knuckle – is enough to explore the limits of lock. That meant we couldn't quite tell where the wheels were, so we couldn't get them placed quickly on the twists.

What we could tell from broad sweepers, where you could set the wheel and then test how quickly you could run through the turn, leads us to believe that the car's abilities are also far beyond those of a stock 1967 Mustang. Sure, with no electronic aids, if you get gimme-gimme with the accelerator, especially out of a turn, you are going to have some issues with the back end. But if you refrain from stabbing, put the knife away, and chauffeur with a sound mind, the 275/40 tires out back hold on to the road at speeds we'd be happy with in any modern sports car.



While we would certainly love to find out what Eleanor can really do, we have to admit we'd be more than happy with the limits of the movie car even if it does have Park Avenue steering. It can still do plenty, it's a perfectly raw dog, and the sensations trigger all the right areas of the brain. This is one of the terrifically few cars that can actually make you a star.

Just a few months ago, this particular blogger hadn't driven a Mustang in donkey's years. Now, a new one seems to come every other month, and each one is better than the last. We had to go back before we were born to top the last one, but we're pleased to announce that the streak continues. Eleanor is – ready for it? – our new favorite Mustang. Go, baby, go...

Source: Autoblog

Review: 2010 Ford Flex EcoBoost turns it up to 11

2010 Ford Flex EcoBoost

We were headed on a road trip, because that's what you do when the summer draws to a close and something as gigantic as the Ford Flex rolls into your driveway. Destination: Brooklyn. Five miles into the journey, the Sony audio system belts out the Beastie Boys' "No Sleep Till Brooklyn," and the two sub-five-year-olds in tow agree. But we had an ace up our sleeve: our Flex SEL tester was packing a six-shooter augmented by Ford's EcoBoost turbo system, good for another 100 horsepower over the standard model. If the trip was going to be hellish, at least it would be short.


There's newfound muscle to... flex.There's a price premium to pay for the heavy breathing, but even at $40,000 as-tested, the kitted out Flex stickered for less than expected, and mitigating drawbacks seems to be a running theme with the EcoBoosted Flex. Its EPA estimated fuel economy in all-wheel drive trim of 17/24 16/22 mpg city/highway, is exactly the same as the unboosted Duratec 3.5-liter, but there's newfound muscle to... flex. A turbocharged engine immediately makes thoughts of premium fuel dance through your head, but nope, the direct-injected V6 is happy to perform tricks on regular, though Ford recommends you run higher octane for maximum performance.

In search of some kind of glaring downfall, we kept the Flex EcoBoost for a while, trying to suss out what penalties you might ultimately pay for the added brawn. Follow the jump to see how the big Ford fared.

Ford unveils industry's first* production inflatable seat belts

Ford's Inflatable Seat Belts

They started out in our steering wheels before taking up residence across the dash. They then migrated to the side of our vehicles and grew to be full-sized curtains. Automakers seem to stick them everywhere, so where else can airbags go to protect our fleshy, organic bodies when metal meets metal in an accident? Ford has the answer: seatbelts.

Today Ford is introducing the auto industry's first* inflatable seat belts, which are scheduled to enter production in 2010 on the next-generation Ford Explorer before being offered across its global lineup. They're designed for rear-seat occupants only (front passengers already have a plethora of airbags) and, in the event of a frontal or side impact, will inflate the belt across a passenger's chest in 40 milliseconds. When expanded, the belt cover five times more surface area of the body than a normal seat belt, which helps better distribute the forces of a crash.

The mechanics of Ford's inflatable belt system use cold compressed gas to inflate the bags, unlike traditional airbags that rely on a heat-generating chemical reaction. The seat belt bags also inflate slower and to a lower pressure than a traditional airbag, mainly because they don't have to cover the distance between the passenger and an object (steering wheel, dash).

This isn't the first time we've heard about Ford's inflatable seat belts. The automaker has been working on the idea for several years and revealed their intentions right before the 2006 Detroit Auto Show. Unfortunately, Ford may not be the first to market with the idea. The Lexus LFA, also set to enter production next year, features an SRS seatbelt airbag as well. We don't know if the next-gen Explorer will beat the LFA to dealer showrooms yet, but Ford can at least take pride in knowing that its technology will be protecting more than just 500 lives.

UPDATE: Videos added after the jump.

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Ford Fiesta U.S.-spec gets caught in Mexican factory

Ford Fiestas being built in Mexico

What is reported to be the coming U.S.-spec Ford Fiesta has been photographed during assembly in Mexico, and the minor changes we can glean so far center around the grille. Compared to its European counterpart, the American version gets a much chunkier front end which has pushed the leading edge of the hood back. The Ford emblem is now completely surrounded by the front clip.

Below that, the central opening is larger, ringed with chrome, and the bisecting bar on the Euro version has been moved up and fitted with a U.S. license plate holder. Outside, the single fog light has been reworked into a giant, glass covered alien eye. Make no mistake – it's still hot, and we still can't wait to see it when it's unveiled at the LA Auto Show next month.

Source: Autoblog

Spy Shots: Unibody 2011 Ford Explorer cometh

2011 Ford Explorer

A 2011 Ford Explorer prototype has begun making runs around Michigan, and although the camo is thick, we're getting out first glimpse of what Ford has in store for its unibody 'ute.

Built on the same platform that underpins the Ford Taurus, Lincoln MKS and – more importantly – Flex, the all-new seven-seater Explorer will trade a bit of off-road prowess and towing capacity for a smoother ride and increased fuel efficiency. Under the hood, expect a choice of Ford's newest EcoBoost engines – the 3.5-liter V6 and a new 2.0-liter inline-four – with the latter possibly mated to an all-new dual-clutch gearbox.

Although the camo obscures most of the design details, the A-pillars and greenhouse are reminiscent of the Flex, although the hatch appears canted slightly inward, with a set of LED taillamps mounted in back. The overall shape is sure to take cues from the Explorer America concept show at the 2008 Detroit Auto Show, and we plan on getting our first look at the production model early next year before production begins at Ford's Louisville, Kentucky plant in late 2010.



Source: Autoblog

Is This The Best Sedan In America?

Ford's 2010 Taurus Might Be Just That

In a time before four-door pickups, SUVs, minivans, and crossovers, families drove sedans. History's most famous out of production sedan names include Nova, Dart, LTD, Cutlass, Fury, Fairlane, Volare, and Valiant. A name that has just returned to the forefront of the automotive world is Taurus.

With a roomy interior, a powerful V-6 engine, 28 mpg on the highway, and a standard price tag starting around $26,000, this sedan will put a new shine on the sedan category. The new Taurus is so good that it may even attract current truck, SUV, and drivers in a way no other current sedan can.

From your reaction to stories that AOL Autos has already published about the 2010 Ford Taurus, we know that American drivers are interested in this all-new sedan. Read on for an in-depth look at this popular car, its features and competitors. And we won't neglect driving impressions.

Check out the new 2010 Ford Taurus Meet The New No-Bull Taurus

The original Ford Taurus stampeded onto American streets as a 1986 model. The effect was seismic. The original was so good, it not only became the best-selling car in America, Hollywood took notice and used it as the basis for Robo Cop's patrol car (Now there's an endorsement!).

As the Taurus changed over the years, its horns were never as sharp. In its final years it went lame, becoming a pariah of rental car and municipal fleets. Finally, in 2007 the old bull was put out to pasture.

Under the leadership of Ford CEO Alan Mulally, the Taurus name returned, branded over top of the Five Hundred in 2008. The market reacted with a yawn because the freshening of the Five Hundred was far from being a full eight-second ride in the rodeo ring. Buyers knew the 2008 Taurus was little more than an ol'switcheroo.

But Mulally was on to something. He knew that Ford could open its gates again and let loose a winner. The 2010 Ford Taurus proves he was right.

Sizing Up The Bull

The 2010 Taurus is the new standard for full-size sedans, just as the 1986 Taurus set the standard for mid-size cars in its era. The 2010 edition is smaller than the traditional rear-wheel-drive Crown Victoria, and about the same size as the 2009 Taurus, Toyota Avalon, Chevrolet Impala, Chrysler 300, and Audi A8. Interior roominess is generally comparable between these vehicles, but the 2010 Taurus offers a cavernous trunk with over 20-cubic feet of easy-to-fill room.

While it is technically accurate to say that the 2010 Taurus is derived from the 2009edition, it is inaccurate to characterize the transformation as a casual refresh or minor update. The only major components that are carried over include the front suspension, parts of the body structure, and the efficient 263-horsepower 3.5-liter V-6 engine and six-speed automatic transmission (18 mpg city, 28 mpg highway). Most other mechanical components are new, including the design of the rear suspension that was lifted and retuned from the 2009 Lincoln MKS luxury sedan. (If you're going to share components between vehicles within a company, this is a good way to do it.)

The styling of this mainstream sedan is powerful. The giant VW Passat looks of the previous Taurus/Five Hundred model is gone, ditched in favor of a squared-off design that clearly says, "I'm an American, not a German wannabe." The roof is lower and the lines are pleasingly angular.

Inside, the five-passenger Taurus is clearly driver-focused. Up front, there are defined areas for the driver and front passenger. The instrument cluster presents information to the driver in three, deeply recessed gauges. Day or night, the readouts are easy to see. The way the dash slope away from the occupants gives the interior a feeling of openness. If you can't get comfortable using the power seat, adjustable pedals, and the tilt/telescopic steering column, you must be a very oddly shaped person, indeed.

In the rear seating area, the Taurus is wide enough to sit three across. With the front seats in their rear-most position (for a driver well over six-feet), room is tight for those in the rear, but with the front seat adjusted for a 6-foot driver, an average adult male riding in back enjoys plenty of space in front of his knees. The rear seat backs fold down to open up a truly huge cargo area, expanding the already large capacity of the trunk.

A large touch screen occupies the top of the center console on models with the optional navigation system. The touch screen is easy to use, even for Luddites. This brings up the point that Ford is using the 2010 Taurus to bring high-technology to the masses. Safety features like stability control, ABS, traction control, and six airbags are standard. So is the SOS post-crash alert system. After an impact that causes airbags to deploy, the SOS system unlocks all doors, turns on the hazard flashers, and sounds the horn.

Beyond these expected features, the Taurus also provides SecuriCode; a keyless entry system with a key pad on the driver-side B-pillar, and MyKey; a feature that lets parents program a specific key fob with restricted vehicle function, such as maximum speed and maximum radio volume. While this list is solid, it's the options on the 2010 Taurus that are unusual for a mainstream American sedan.

Whizz Bang: Some of the new options on the 2010 Ford Taurus

Adaptive Cruise Control: it maintains a set speed, but also keeps a driver-defined distance from vehicles ahead, and will use active braking when necessary to slow the Taurus to maintain that distance

Collision Warning: audible and visual alerts warn a distracted driver about a potential frontal collision and pre-arms the brakes to provide full power when the driver hits the brake pedal

Blind Spot Monitoring: Keeps an electronic eye on a driver's blind spots and warns drivers using an orange icon in the mirror and on the digital IP readout

Cross Traffic Alert: Helps drivers detects oncoming traffic approaching the vehicle from the side while reversing out of a parking space

SYNC: a voice-control technology that enables drivers to speak commands to the audio system and any connected devices such as a phone or MP3 player

Travel Link: a sophisticated suite of subscription services that provide real-time weather, traffic and shopping information - Multi-Contour seats; Seven air bladders constantly change pressure to keep those in front feeling alert and more refreshed during long drives

A shopper would be hard pressed to find these options available on an Audi, BMW, or Lexus, let alone a Chevy or Toyota with a starting price of $25,995. Call it a democratization of high technology. If you plan on test driving a new Taurus, give yourself some time to learn about and test these new technologies.

Saddling Up The Bull

From the driver's point of view, the 2010 Taurus is simply a winner. The dynamics are more engaging than a Toyota Avalon but still smooth and refined. The engine produces 263 horsepower, which is plenty to move this full-size sedan off the line smartly. Acceleration is smooth and plentiful. Mileage is acceptable for such a large vehicle, at 18 mpg city, 28 mpg highway for the front-wheel-drive models. Adding all-wheel drive subtracts 1 and 3 mpg.

The ride characteristics are sportier than you might expect from a big sedan. The Taurus feels taut but not high-strung. It's responsive without being twitchy. Though there is some body roll, it is not objectionable. The steering is direct and precise, and provides plenty of feedback. Driving the 2010 Taurus feels natural and intuitive. Even though it's not quite the equal of a Lexus LS 460, the interior is quiet and vibration free. Bumps and road acne are filtered out by the suspension, sub-frame isolators between the suspension and the body, and well-placed insulation.

The Meanest Bull In The Corral

If you're looking for more excitement, the performance-oriented Taurus SHO is available. The Super High Output edition of the 2010 Taurus is a serious performance machine at a starting price of about $38,000. It takes a sharp eye to distinguish between the SHO and the other Taurus models, the SE, SEL, and Limited. Look for the small spoiler on the trunk and the larger 19-inch aluminum wheels and wide high-performance tires.

Thanks to Ford's new EcoBoost technology, the SHO's exclusive twin-turbo 3.5-liter V-6 engine with direct fuel injection produces a staggering 365 horsepower. Ford engineers tell us that if the top speed were not limited to 133 mph, the SHO could hit over 160 mph with all of that power. Drivers averse to getting tickets will enjoy the engine's acceleration up to highway speeds and its ability to effortlessly pass traffic on two-lane roads.

This power is managed by a standard all-wheel-drive system that is tuned for safety, traction, and performance. The result is a stable, responsive feel that delivers impressive, drama-free performance. Mileage for the SHO is identical to the non-turbo AWD Taurus models, 17 mpg city, 25 mpg highway. This strikes us as amazing due to the engine's additional 102 horsepower.

Inside, all 2010 Taurus SHOs have leather-trimmed seats with suede inserts, and a leather-wrapped steering wheel with paddle-shifters. The drive begins by pressing the ignition. The engine fires immediately. It's quiet. Put the drive selector into A or M depending on whether you want to use the paddle shifters or not. In Auto, the heavy-duty six-speed automatic transmission shifts smoothly and without fuss. The SHO cruises quietly and offers no telltales about its performance potential. Wind and tire noise at get-a-ticket speeds are subdued. The overall feeling is that of a refined European sport sedan.

But if you slam the throttle open, the big Ford sedan rockets forward. There is no turbo lag. The engine's turbos are so small, that almost any time the engine is running, the blowers are ready to produce instant turbo boost. Modern engine electronics give the SHO 350 lb-ft torque from 1500 revs on up to near the horsepower peak (5,250 rpm). The torque curve really isn't a curve, it's a broad, flat plateau that results in effortless acceleration at any speed.

The SHO's chassis remains rock-solid under full power, helped by the distribution of torque to all four corners. Expect to hit 60 mph from a standstill in under six seconds, and with AWD, you'll never have to worry about wasting time because of spinning tires. The SHO's transmission shifts quickly, and according to its engineers, it changes gears faster than the automatic in a BMW 335i.

Some performance cars can punish their occupants, but the Taurus SHO doesn't. The ride is only slightly stiffer than the standard Taurus models. Hustling through a corner, the 2010 Taurus SHO leans a little before it takes a bite into the pavement. Once set, the feeling is balanced. There is a bit of understeer (push) and absolutely no oversteer (the feeling that the car is going to spin out trunk first). When pushed very hard, the front tires begin to squeal, a warning Ford engineers designed in as an audible warning that the car is getting close to its limit.

Rounding Up The Competition

Compared to other full-size sedans and the larger mid-size four-doors, the 2010 Ford Taurus is happy to lock horns with any challenger. Its styling is more distinctive than the Toyota Avalon or the Chevrolet Impala. The classy Chrysler 300 still looks good after all these years, but its profile is no longer fresh.

The Taurus's standard V-6 matches the competition in power and economy, while the SHO's EcoBoost V-6 engine squares off positively against the V-8 equipped Impala and 300 models. For those who want the added traction and all-weather safety of AWD, it is not offered by Toyota or Chevrolet in their mainstream sedans.

Optional technology clearly separates the new Taurus from its in-class competitors, but be careful as you check the option boxes because the cost for going high-tech can add up quickly and erase the Taurus's value positioning.

Conclusion

This new car proves that Ford's engineers and designers hadn't forgotten what a Taurus could be. CEO Mulally was correct in knowing that his team could breed another winner.

Just as things were decades ago, when sedans were the mainstay of family transportation, the 2010 Ford Taurus provides a compelling reason for families to once again consider a sedan.

Source: Auto's AOL