|
||
|
EcoBoost V6 gives Ford a chance to Flex its muscle
By John Gilbert Last Updated: Wednesday, July 22nd, 2009 12:43:29 PM BOULDER, COLO. --- The Ford Flex is new, and I've already reviewed it, but Ford is reintroducing it as a key 2010 vehicle that puts a different spin on the new and impressive EcoBoost system. EcoBoost was first displayed at the introduction of the new 2010 Taurus sedan, and it's the backbone of Ford's marketplace attack for the coming decade. In reality, EcoBoost is the perfect hat trick of features -- tremendous improvement in power from twin turbochargers, significant reduction in emissions from direct injection, with the whole thing coordinated on the 3.5-liter V6 to maintain decent fuel efficiency. In the Taurus, the 3.5 V6 -- itself a fairly new gem of an engine with dual-overhead camshafts and variable valve-timing -- gets boosted for use in the SHO specialty sedan. It becomes a corporate hot rod jacked up to 355 horsepower and 350 foot-pounds of torque, which is a big enough boost in power that it must be distributed through all-wheel-drive in order to preserve the front axle in the normally front-wheel-drive car. The same powerplant has a different objective in the Flex, which is that long, low crossover vehicle that is part station wagon, part van, part SUV -- and all a major success story for Ford. Oddly squarish on first look, the Flex has enormous room inside, with ingenious use of its interior. Great seats, clever features such as household electrical outlets and a refrigerated storage bin, plus fold-down seats that can either accommodate three rows of passengers or a long, low, carpeted flat space long enough to sleep on, or to store all your worldlies. In ordinary life, the Flex should be checked out by anyone considering a crossover SUV, because it has that neat 3.5 V6 and a lot of room, capable of taking on the many crossover SUVs out there, but it still handles like a car, and can deliver fuel economy in the mid-24 mpg range. Among its featurs are the Microsoft SYNC arrangement for connectivity, a Vista roof, refrigerated floor storage bin, Sony audio upgrade, and a new navigation system. That positions the Flex perfectly to take on the Buick Enclave, GMC Acadia, Chevrolet Traverse, Toyota Highlander, and on over to minivans like Chrysler's Town & Country. Taking that Flex back to the shop, Ford is EcoBoosting it up to take on the big guys -- the truck-based full-size SUVs with V8 engines. Rather than talk about it, Ford brought in a few waves of North American auto journalists to Denver, at which point we paired up and drove into the Rocky Mountains at Boulder. That was just the first part of our venture, which turned into an economy test for all of us. Our Flexes all had EcoBoost versions of the 3.5, with that extra dose of twin-turbo power to push the normally-aspirated 3.5 from 263 horsepower and 249 foot-pounds of torque, up to 355 horses and a 350 peak torque number. Thanks to the engineering wizardry of computer-control on direct fuel injection and turbocharging, the EcoBoost's torque maximum is spread over a plateau from 1,500 RPMs to 5,250 RPMs. Normally, a torque curve peaks at a specific RPM figure, but Audi, then others, and now Ford, has found a way to broaden that peak to a torque plateau, carrying the low-end towing and acceleration power right into the thick of the higher-speed horsepower band. My driving partner was my good friend Frank Aukofer, who is from Falls Church, Va., these days, although his heart remains in Milwaukee, where he worked for the Journal's Washington Bureau for most of his journalistic career -- which, incidentally, he has now chronicled in a book titled "Never A Slow Day." Retired from that life, Frank now road-tests cars. In our opening fuel-economy competition phase of about 25 miles each, I got 24.3 miles per gallon, while he got 21.1, splitting the drive to Boulder. In fairness, I got the first part, while Frank had the hillier country, I conceded, while suggesting he also might have a heavier foot. Another friend put us both away by recording 30.4 miles per gallon on the same roads, which is remarkably impressive considering the 16-city/22-highway EPA estimates. At Boulder, we heard the company spiel about the benefits of the EcoBoost. Never shy, Frank challenged the validity about comparing fuel economy of a comparatively light crossover vehicle with a V6 against heavy truck-based SUVs with V8s. He had a point, and he pursued it with Ford engineer Don Ufford, whose previous task was to oversee the new F-150, and who now was riding with us in the spacious back seat. Ufford tried to tactfully say that the Flex EcoBoost was aimed at those trucky SUVs, which is why the comparison was offered. Frank wouldn't let up, and was even a bit chippy about it. The Flex EcoBoost is engineered to deliver a 4,500-pound towing capacity, which gave Frank style points, because the big-truck SUVs with their V8s may get poor fuel economy, but they can tow over 7,000 pounds, maybe 9,000 pounds. However, Ufford pointed out, most folks tend to tow trailers of 4,000 pounds or less, which covers most boats, all-terrain vehicles, snowmobiles, or tent trailers. We were heading deeper, and higher, into the mountains, climbing from 5,000 feet of altitude to 8,000 feet at Estes Park, a great little town, although we really didn't hit the touristy downtown. Frank was still holding his ground on the validity of trying to compare a V6 crossover with V8 SUVs when we reached the outskirts of Estes Park. There, the rest of the Ford contingent had parked a Toyota Sequoia, a Dodge Durango Hemi, and a Chevrolet Suburban with a 5.3-liter V8, amid a few Flexes. All were hitched up to identical trailers with 3,000-pound loads of ATVs strapped on. Our job was to run a few comparisons, climbing higher up those mountain roads. They wanted us to try a 0-60 miles-per-hour run, and also a 40-70 mph burst up a grade. Frank and I agreed that the Suburban would be a worthy comparison. Frank drove first, and even though he floored it at the 40-70 run, he was unable to get the rig up to 70 before we crested the grade. I made it, but only by cheating slightly, and staying flat on the gas until I crested the hill and rounded a curve.
Then we made the same run in the Flex EcoBoost. We both thought that it pulled the same load with much more quickness and agility, and we were both amazed at how easily we zipped right from 40 to 70 in the allotted space. Frank couldn't get over the EcoBoost's acceleration capability, and we had a good laugh about it, because he instantly realized how and why Ford was comparing the EcoBoost V6 to truck-based V8 SUVs. Since the Flex EcoBoost outpulled them for power, comparing to their fuel economy was only fair. There have been some other steps taken to upgrade the Flex from stock form. The body has been lowered by 10 millimeters, the front suspension has been stiffened 20 percent, and the rear springs have been strengthened to a 12-percent stiffer rate. The 20-inch alloy wheels join the chorus that makes the EcoBoost Flex handle in a flatter attitude for maximum control. The trailer sway mitigation system was brought in from the F-150, a clever device that counteracts every tendency for a trailer to sway. Another prime feature is Grade Assist, with which you can shift the lever into its manual setting, then, encouraged by a sign on the dash to notify you it's engaged, you tap on the brake and the vehicle will downshift appropriately to make the engine help keep the load under easy control coming down steep mountain roads. Active Park, at the other end, is a new and improved self-parking device that lets you drive up alongside a parallel parking spot. If it's big enough, the Flex recognizes it, and you stop just ahead of it, click it into operation, and take your hands off the wheel. You still operate the gas and brakes, but the radar-guided Flex will curve back into the parking spot and the rear camera indicates when you need to stop before bashing in the grille of the vehicle behind your perfect park job. Such features help the Flex contend with the flashiest of crossover SUVs and minivans, but Ford was still pursuing bigger game here, remember. To move up from the basic, and very good, 3.5-liter V6, some steps were required. Brett Hinds, Ford's advanced engine manager, explained that a different variable cam-timing setting, higher compression, oil-cooled pistons, and revised crankshaft and connecting rods made from a higher grade alloy, prepared the block for the addition of direct injection, and the water-cooled dual turbochargers. The clutches and transfer gears in the transmission were reinforced as well, and the six-speed automatic, with steering wheel paddles for manual override, could induce rev-matched downshifts as well as quick and precise upshifts. The turbocharger itself comes from Honeywell-Garrett, and it was tested for the equivalent of 150,000 miles, so its turbine can spin at 170,000 RPMs, which generates a maximum temperature of 1,740 degrees. In pricing, the Flex EcoBoost starts at $39,995, and can run up to $43,635 fully loaded, which ranges up to $15,000 less than some similarly equipped truck-based SUVs. Of course, the truck-based SUVs can't match the EcoBoost's punch, even while towing, and even moreso without a load. Even my buddy Frank had to admit the Flex is an impressive way to meet the challenge of all competitors, small and, particularly, large. |
||
|
|
