Proud to Have a Ford in my Driveway

by : Tim Deese

Our industry has always been a very interesting business since we are the mavericks and the last place that the customer can still actually be the boss. No matter how beat up they get at work, when they come to buy an automobile they know they can negotiate and have a say-so in the way they are going to spend their money. It’s interesting to watch all the changes that have taken place in our industry, especially with all the personalities.

In 2004, I decided that it was time to quit impressing myself with myself, and I traded my S500 for a brand new F150, 4WD Lariat, that I ordered equipped exactly the way I wanted it. The last time I had to get the John Deere tractor out to pull my Mercedes from a muddy field, I figured it was time to go ahead and forget about what I looked like and to be in something that could actually take care of what I was trying to accomplish. That was a Ford truck. I’ve been proud of that Ford truck since it came off the carrier because I ordered it just the way I wanted it.

In watching the ins and outs and the ups and downs of our industry with GM, Chrysler, and Ford, I can’t tell you how proud I am to see Ford stand on its own two feet and say, “We’ll work this out.” I also commend the men and women in the Ford dealerships who are on the blacktop, as salespeople, for hanging in there and staying during this last year when our market and the news has been absolutely terrible.

I remember vividly as a 29-year-old Dodge dealer in Auburn, Alabama when Iacocca had to apply for the loan guarantee and the salespeople that stayed with me through that whole time with the rash of hearing “you won’t make it.” Then Iacocca pays the money back; America applauds Chrysler, the minivan and the K car came out and those salespeople who hung in there had product that everyone in this country wanted. Their commissions went through the ceiling. We had Toyota and Honda salespeople applying for jobs. I was able to get out of both franchises without taking a hit or having to go bankrupt. It was a wonderful transition of going from worst to first almost overnight. At that time I started Progressive Basics.

This weekend my wife and I took the motor home to a beachfront campground in the very rural Atlantic coast of Florida, an unknown campground on the ocean where your motor home and the ocean’s high tide are less than 20 feet apart. I was with four or five guys who had been pulling fifth wheels (which I never understood when you could have a very comfortable motor home with slide outs); however, they still pull them. One gentlemen from St. Louis, who had retired from a chemical company, asked those of us in the group standing around drinking beers (except for me, I quit), “What are you guys pulling those trailers with?”

“Well I’m pulling mine with a Chevrolet,” “I’m pulling mine with a Nissan,” and so on, depending on the size of the trailer or the fifth wheel they were pulling, and when it got back to the St. Louis gentleman he said, “I pull mine with a Ford and I can tell you that I am damn glad to have a Ford in my driveway.” It all came together at that point because I chimed in with him and said, “I’m with you my friend,” and I think anybody right now that needs or wants a vehicle should stand up for Ford Motor Company. It doesn’t matter if it has a few problems; we’re not having to pay them to build cars. They’re standing on their own feet and getting it done.

You know and I know that it all starts from the sales floor up. It doesn’t start from the president of one of these manufacturers down; look at General Motors; they got all that money from the government and poured it all into the factory, that didn’t help them retail one more vehicle. They should have poured it into GMAC and allowed the dealers to put their sold out of trust units on notes or freed up that money to finance these 600 and up beacons, which are not that bad to begin with, and let the blacktop start the ball rolling again. That is where it’s all done.

And from an old Chrysler dealer in the Carter era, Ford Motor Company, I commend you with all my heart and soul, especially those men and women on the blacktop. I say this as proudly as I can, being a disabled Vietnam veteran, I am proud to have a Ford in my driveway.

Tim Deese is the CEO and founder of Progressive Basics, Inc. He is a former franchise car dealer who has designed and implemented used car training and marketing for 15 manufacturers in 28 countries. Progressive Basics has trained over 50,000 dealers and managers. He has been a speaker at numerous NADA conventions, and was one of the top rated speakers in 2001 and 2008 at the Australian Automobile Dealers Associations Convention. He spoke at FADA conventions in Quebec and Hong Kong, along with Ford and BMW of the Middle East. Tim Deese is also one of the key speakers at Fenabrave in Brazil 2009.

The New 2010 Ford Raptor

Recalibrating our brains for the most radical pickup truck ever.
BY MIKE SUTTON
August 2009


2010 Ford F-150 SVT Raptor - First Drive Review


With flamboyant, seven-foot-wide bodywork plastered with “digital mud,” an industry-first long-travel suspension, and a résumé that includes a third-in-class finish at the Baja 1000, Ford’s 2010 F-150 SVT Raptor is about as subtle as the feeling one gets sitting on a cactus. Naked. That a street-legal, 6000-pound pickup designed to traverse the open desert at 100 mph even made it past Dearborn’s Byzantine and conservative product-review board is a miracle in itself. But after a grueling and secretive development period—during which Ford’s marketing department was heard talking of driving the truck “right up Toyota’s ass”—it did. And we can confirm after some thrilling seat time near California’s Anza-Borrego Desert State Park that the Raptor is one of the most formidable off-road production vehicles ever built.

No Comparisons

Ever-greater performance vehicles come out all the time. And with each new iteration, we usually can sum up their placement on our automotive totem pole by referencing how much quicker they are than this, or how they grip the road better than that. But there are no formal benchmarks for the Raptor; this is way beyond Rovers, Hummers, and Unimogs.

A track widened seven inches over a normal F-150, with reinforced underpinnings suspended by unique front coil springs and rear leaf springs, are what give the Raptor its impressive front/rear suspension articulation of 11.2 and 12.1 inches, respectively. Cool details abound the chassis, too, particularly the “SVT” stampings on the aluminum control arms. But the magic lies in the massive, three-stage, internal-bypass shocks from Fox Racing. Commonly found in purpose-built racing trucks and pre-runners, these high-end units compress progressively, with a firm initial stage for good body control and softer second and third stages that allow maximum wheel travel at high speeds off road.

Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 2+2-door truck


BASE PRICE: $38,995


ENGINE TYPE: SOHC 24-valve V-8, aluminum block and heads, port fuel injection


Displacement: 330 cu in, 5400cc
Power (SAE net): 310 bhp @ 5000 rpm
Torque (SAE net): 365 lb-ft @ 3500 rpm


TRANSMISSION: 6-speed automatic


DIMENSIONS:
Wheelbase: 133.0 in Length: 220.9 in Width: 86.3 in Height: 78.4 in
Curb weight (C/D est): 6000 lb


PERFORMANCE (C/D EST):
Zero to 60 mph: 8.3 sec
Standing ¼-mile: 17.8 sec
Top Speed (governor limited): 100 mph

FUEL ECONOMY:
EPA city/highway driving: 14/18 mpg

On the highway, the Raptor feels much like the softer-sprung, four-wheel-drive F-150 on which it’s based, with the shocks keeping the body from flopping about during transitions. Get the Raptor in its element, though, and it gobbles up rough terrain like a Ferrari tackling a chicane. Traversing a winding desert wash with large rocks, undulations, and two-foot-tall whoops, we frequently reached highway speeds with little drama. Ford’s more experienced pilots regularly hit the truck’s 100-mph speed governor over the same section. That the company’s own press photos show the truck launching all four wheels several feet in the air speak to what the Raptor was built for. We of course had to try, more than once, and almost succeeded—albeit by accident—in clearing a two-lane fire road at what felt like 50 mph. That landing was a little rough, but the truck rarely bottomed out during our drive and we never wished for a neck brace or kidney belt.

More Than Just Fancy Shocks

If the Raptor’s added width and trick dampers are its foundation, its myriad electronic and drivetrain upgrades make up the total package. At each corner are beefed-up disc brakes (13.8 inches in front, 13.7 in the rear) surrounded by 17-inch alloy wheels and SVT-specific, 35-inch BFGoodrich all-terrain tires. Differentials with 4.10:1 gears help turn the hefty rolling stock, and the rear axle sports an electronic locker that can spool both wheels together for maximum traction. Ford’s two-stage electronic-stability-control system also sports a special off-road mode that raises the threshold for yaw and anti-lock-brake intervention, sharpens throttle response, re-maps the six-speed automatic to hold gears longer, and allows the locking diff to stay activated up to the vehicle’s top speed. A new hill-descent-control system also is included and worked great to limit our speed while crawling down steep slopes lined with jagged rocks and deep holes.

All this hardware makes for very high handling limits off road, and we quickly learned that owners will need to build up the skill—and bravado—to make the most of it. Because of the inherent nature of the bypass shocks, the Raptor actually seemed to ride smoother the faster we hit obstacles; hold back or stab the brakes and the front end would compress violently over whoops. Even more exhilarating was the high-speed stability afforded by the wider track. With the off-road electronics, the wheels can be locked up initially for better braking on loose ground, while also permitting gratuitous, Scandinavian-flick rally turns at speeds that would send normal trucks into barrel rolls. A Land Rover-esque off-road-driving school might not be a bad idea here, Ford.

Still an F-150 Underneath

Yet, second only to its prowess off road, the Raptor’s most surprising attribute is that it performs much like a regular F-150 everywhere else. Sure, it’s a couple inches taller (which you notice behind the wheel) and nearly one foot wider (which you really don’t), but on the pavement it’s quiet, composed, and about as well behaved as one could expect from such a dirt-oriented setup. Braking performance felt respectable and the extra cushion in the suspension made for a compliant ride with less of the rear-axle hop common with unladen pickups. Road noise and tire roar also weren’t bad, owing mostly to the softer compound employed in the special BFG rubber.

Inside is a mostly standard F-150 cabin, which is a pretty pleasant place to start. Nicely bolstered sport seats kept us supported and comfortable, while the contoured steering wheel felt great when sending commands to the revised steering rack. Other touches include white-faced SVT gauges and new console-mounted controls for the off-road electronics and auxiliary power switches. Optional Molten Orange seat inserts and trim help brighten the mostly dark interior, but we could live without the center-console appliqué, which looks like a cheap sticker from the local auto parts store. Even without the huge F-O-R-D spelled out across the new grille, the Raptor is instantly recognizable as an F-150, albeit one with ultra-aggressive proportions and an imposing stance. And there are plenty of cool details here, too, including skid plates galore, functional heat extractors on the hood and fenders, beefy hydroformed bumpers, and LED marker lights in the grille and on the flared wheel arches. Available colors are limited to orange, black, blue, or white.


Wait for the Boss

Our only real complaint with the Raptor is the 310-hp, 5.4-liter V-8 that comes with the $38,995 base price. Feeling woefully over-taxed by the vehicle’s mass and large tires, it strains to move the truck up hills and out of corners with any verve. The six-speed automatic helps, and the issue isn’t as bad in the dirt, where the suspension allows you to build and keep momentum. But we frequently had the throttle mashed to the floor just to get moving at a normal pace. Fortunately, a new Boss 6.2-liter V-8 will be available early next year, packing around 400 hp and adding $3000 to the sticker. Other major options include a luxury package (power heated mirrors and front seats, dual-zone climate control, an upgraded stereo, and adjustable pedals), moonroof, navigation, and the aforementioned body graphics.

Although a fully loaded Raptor should top out near $50K, the package seems like a bargain, considering it is still drivable everyday, can tow 6000 pounds, and carries a factory warranty. And then there’s the off-road performance, which would require at least $20K in modifications on top of an F-150 FX4 ($36,065 base) to match. Ford says its Dearborn truck plant will be able to turn out up to 5000 or so Raptors annually and that there also will be plenty of performance accessories available in the near future. As it is, the Raptor is the most unique SVT-engineered vehicle next to the 550-hp Ford GT supercar, and that’s saying something. Maybe it’s time we define a new category of vehicle: the supertruck.

By Car & Driver

Solo Pony

The 2010 Ford Mustang convertible can’t help but be a standout in its field
From the moment in 1964 when the Ford Mustang established the ponycar, convertibles have been an integral element of the genre. Except for a few dark years in the 1970s and early ’80s, there has always been a Mustang convertible.

Today’s Mustang faces more serious competition than it has in years, with the return of the Chevy Camaro and the Dodge Challenger, but neither of its rivals offers a convertible. Chrysler has already confirmed that there won’t be a Challenger softtop. GM does plan to produce a Camaro convertible, but all that nasty bankruptcy business has pushed off the likely arrival date until 2012, although there have been recently rumblings that the company may try to get the car out a little sooner, perhaps in 2011.




For now, anyway, the Mustang convertible is the only game in town. And its level of play is better than you might think, judging from the screaming-peacock blue GT convertible I recently had for a week. Actually, the color is called Grabber Blue, and the non-metallic hue is a repeat of a 1970 Mustang color; in today’s sea of silver blobs it sure makes heads swivel. On the Premium trim level, the blue also repeats as a thin accent strip in the center of the seats, spicing up the black leather interior without being too garish. In fact, the cabin overall is well-executed. The front buckets are fairly comfortable, and the rear seats at least can accommodate kids—say, twelve and under. The dash combines modern elements—aluminum trim, Sync, and navigation (that latter not on my test car)—with two large, retro-styled gauges directly in front of the driver.

One not-so-charming retro element in the Mustang is its solid rear axle (both the Challenger and the Camaro use an independent rear suspension). I was expecting plenty of axle hop over bumps, perhaps exacerbated by an overly stiff suspension trying to compensate for a convertible’s less stiff body structure. But while New York City’s worst bumps did set off some cowl shake, the rear end behaved itself, and the GT handled the curvy country roads of suburban Westchester County—generally in better shape but by no means perfect—with aplomb. Nor did the wide tires negatively affect the steering, as tramlining was conspicuous by its absence and the GT steered with welcome precision.

The Mustang also trails its competitors in engine output. The GT’s 315-hp, 4.6-liter V-8 barely out-muscles the Camaro’s 304-hp V-6 (while the Mustang’s six musters only 215 hp); and 4.6-liter’s number also look pretty puny compared to Chevy’s base V-8 at 400 hp, and Dodge’s at 372 hp. But a convertible is really not the bodystyle of choice for a truly hardcore performance machine, so while the 4.6-liter is no screamer, it does have the relaxed power delivery that perfectly suits the car’s mission. It helps that it’s mated to a five-speed manual with well-spaced ratios and solid throws; and the clutch is easy to modulate with reasonable efforts that don’t become a drag in stop-and-go traffic.

Cynics may regard the Mustang as an all-style, no-substance throwback that can’t even put up numbers to match its competitors. But while the Mustang’s engineering is far from cutting edge, the car has been polished to the point where it works surprisingly well. And though the Mustang convertible concept may be in its fifth decade, it’s one whose appeal endures.

Ford Electric Vehicles to Communicate With Power Grid

New system will let plug-ins charge more efficiently in future

DEARBORN, Mich. -- Ford Motor Co.'s future electric vehicles will have the ability to communicate with the nation's future power grids, company executives revealed Tuesday. The automaker's smart-grid communication system, which Ford will test on 21 plug-in hybrids, allows a car and grid to speak to one another to provide more efficient charging, Ford and power company officials said. This allows consumers to save money on recharging and helps utilities better manage the electric grid.
Source: The Detroit News

Fusion, Focus Help Ford Post Car Sales Gains

Automaker posts increase for July
Strong performances this year by the redesigned Ford Fusion midsize sedan and Ford Focus compact -- both of which have been strong sellers under the federal cash-for-clunkers program -- have helped Ford's share of the U.S. passenger car market improve from 10.2% to 11.3% for the first seven months of the year. In July, sales of the redesigned 2010 Ford Fusion increased 66% compared with the same month a year ago. Sales of the compact Focus -- one of the most popular vehicles purchased in the government's cash-for-clunkers program -- increased 43.6%.
Source: Detroit Free Press

US Carmakers Make Strides in Customer Satisfaction Survey

DETROIT — The scores for all three Detroit companies rose in the 2009 American Customer Satisfaction Index, which is being released [today]. In terms of improvement, the Ford Motor Company, the only domestic carmaker to avoid bankruptcy and elect not to take emergency government aid, rose 5 percent, second only to Volkswagen. And in the rankings by brand, G.M.’s Cadillac tied for first place with its chief competitor, Lexus, while Buick and Lincoln-Mercury placed third and fourth, meaning that domestic brands accounted for three of the top four.
Source: The New York Times

Invigorated by Clunker Cash, Ford Moves to Increase Output

DEARBORN, Mich. — The government’s cash-for-clunkers program has been so popular with consumers that one automaker, the Ford Motor Company, will increase production to meet the higher demand.
Ford said on Thursday that it would add 10,000 vehicles to its production schedule in the third quarter and significantly increase its fourth-quarter output as well. The company now plans to make 570,000 vehicles in its North American plants during the last three months of the year.

That would amount to a 33 percent increase compared with production in the period a year earlier, and 15 percent more than Ford had planned before the clunkers program began in late July.

“Under the cash-for-clunkers program, the Ford Escape and Focus are flying off dealer lots,” said Mark Fields, who oversees Ford’s operations in the Americas, “and we’re doing all we can to ensure our dealers are well stocked with fuel-efficient vehicles that customers really want.”

Ford’s move is the latest indication of the boost that the clunkers program has given to the new car market, which has been mired in its worst slump in 25 years.

“The pace of sales is extremely fast,” said George Pipas, Ford’s chief market analyst. “Retail sales are eye-popping compared to a year ago.”

The Obama administration’s clunkers program gives consumers up to $4,500 toward trade-ins of older gas guzzlers for newer, more fuel-efficient models.

The government’s original $1 billion allocation for the program was exhausted in a week, as dealers submitted 245,000 transactions to federal officials for approval.

Most large car companies benefited immediately from the program. In July, industry sales fell just 12 percent from a year earlier, compared with a 32 percent decline for the year to date.

And since $2 billion was added to the program last week, the rush to take advantage of it has continued.

About $300 million of the $2 billion has already been used, and the funds are drying up quickly, Ellen Hughes-Cromwick, a Ford economist, said.

“The appetite is there,” Ms. Hughes-Cromwick said. “This thing could pretty much expire in the next three or four weeks.”

While Ford is the only auto company to announce a production increase because of the clunkers program, both General Motors and Chrysler are considering similar moves.

G.M. executives said this week that the company might increase production in the fourth quarter. Suppliers to G.M. have been told to expect an increase of at least 50,000 vehicles.

Car companies are starting to run short of some models that have been the best sellers as a result of the program. Toyota, for example, said it had less than a two-week inventory for its Prius gas-electric hybrid.

Ford said it had an inventory of vehicles that would last about 48 days — a major decline from the 80-day supply it reported earlier this year.

The company is planning to add shifts and increase overtime at plants in Michigan and Missouri to raise supplies of the Escape sport utility vehicle and the Focus compact car, two of its most fuel-efficient models.

Ford, the only American automaker to have avoided a bankruptcy filing, has generated impressive momentum in the market since the clunkers program started.

The company posted a rare 2 percent increase in sales in the United States in July from a year earlier. It was Ford’s first year-over-year increase since 2007, according to company executives.

One analyst said that Ford’s improving sales gave another indication that consumers were gravitating to its showrooms at the expense of G.M. and Chrysler, both of which were bailed out by the government this year.

“It has become increasingly apparent that consumers are viewing Ford in a different light than its troubled cross-town rivals, which along with strong product, should continue to drive sales for the company,” John Murphy, an analyst at Merrill Lynch, wrote in a research note to clients.

Ford said that its share of the cars sold under the clunkers program was about 16 percent. By contrast, the company’s retail share of the United States market is 13 percent, Mr. Pipas said.

Most of the vehicles being bought with clunker cash are smaller sedans and crossover vehicles that rank high in fuel economy.

Besides the Escape and the Focus, the top sellers in the first phase of the program were the Honda Civic, Jeep Patriot and Toyota Corolla.

Ms. Hughes-Cromwick of Ford said that, based on current clunker trade-ins, participants would save more than $800 a year on gasoline bills.

She also estimated that 30 percent to 40 percent of the people taking advantage of the program would not have purchased a new vehicle so soon without the clunker cash.

“Whether it’s pent-up demand or not,” she said, “the numbers of this program have really been a blockbuster.”

By The New York Times

Dealers Can Reserve Vehicles to Cover Clunker Trade-Ins

Car shoppers who are running into shortages of certain vehicles at dealerships will still be able to use the cash-for-clunkers program, the Transportation Department said Thursday.

The department said that consumers who want to buy a vehicle not available on a dealer lot would be eligible if they ordered it from the manufacturer through the dealer.

Dealers can now reserve a vehicle from an automaker by using a vehicle identification number and submitting it with the paperwork to the government. The move will help dealers and automakers that have struggled to keep hot-selling vehicles in stock.

“Allowing consumers to order vehicles and qualify for the rebate will expand buyers’ choices and keep production lines running,” Transportation Secretary Ray LaHood said. He said the department was “trying to make sure that everyone who wants to can participate in this wildly successful program.”

Separately, consumer advocacy groups are calling on the Transportation Department to crack down on dealerships accused of offering questionable sales terms to customers participating in the program.

The groups complained that some dealerships had pressed customers to sign agreements, or waivers, that would force them to repay their rebate if the dealership was not reimbursed. The groups also said some customers had been pressed into new, less favorable terms after the sale, even if no waiver had been signed.

“It involves dealers attempting to shift the risk from themselves to consumers if the cash-for-clunker deals don’t go through,” said Rosemary Shahan, the president of Consumers for Auto Reliability and Safety. “We believe it is a form of bait and switch.”

Several dealership groups have encouraged their members to ask customers to sign such waivers, although the transportation agency says customers are not required to sign them to be eligible for the program.

Ford Active Park Assist: Believe the hype

I have seen the future, and it's terrifyingly convenient. Sitting behind the wheel of a Ford Taurus Lincoln MKS, I watched as its Active Park Assist system took over the steering, parallel-parking the car in a tight spot on a New York street as I worked the pedals. Ford was demo'ing the tech — which has just begun to hit the streets — in the company's promotional campaign for the 2010 Taurus. Of all the new technologies shown off, including an upgraded SYNC system, the Active Park Assist impressed me the most.

When I say it's terrifying, I mean it, but kind of in a good way. The first time you let go of the steering wheel while performing parallel parking, it's very disconcerting. But grabbing hold of it will instantly cause the system to abort, so I kept my hands clear. As the instructions appeared on the dash, telling me to back up slowly, I watched as the wheel turned itself over and over, then expertly turn the other way when it was time to straighten out. As the MKS backed toward the parked car behind us, the collision warning system — which visually and audibly lets you know how close you're getting — kept track of the whole maneuver with far more precision than I could.

More on the tech behind the system, and the key question about it, after the jump.



The first question that pops to mind is, "Is this system better than the one in the Lexus?" I can't really say since I've never used the Lexus system, and after watching this YouTube video (and others like it), I don't really want to. What I can say is that Ford's Park Assist is about as simple to use as a system like this could be: press button, turn on blinker, drive past parking space, and then the system takes over. The ease of use might be because Ford's system uses ultrasound sensors as opposed to being camera-based like the Lexus's.

Could this be the first step toward robot vehicles, not unlike the ones seen on the highways in Minority Report (ironically based on a Lexus)? Doubtful — the system will only work properly at very low speeds, and any general-driving system would need several different techs working in concert (i.e. not just ultrasound). But as a current fender-bender preventer, Active Park Assist is no maybe-someday tech. It's here and now.

2010 Ford Fusion

While family sedans may not generate great excitement among automotive enthusiasts, they sell in substantial numbers thanks to their overwhelming practicality. They are easy to drive, comfortable, economical and, thanks to having lower sticker prices than most family oriented trucks, they are easier on the budget.

This brings us to the Ford Fusion. A week spent in a Fusion SEL loaned to us by Ford generated little excitement among onlookers. Actually, no one noticed.

That, however, should not diminish this model's appeal, which Ford updated earlier this year. The result was a 2010 Fusion that features updated styling inside and out, a more powerful four-cylinder engine and the addition of two new models, the Hybrid and the Sport. With the changes, the new Ford Fusion has to be considered one of the top family sedans now available, not that it was a laggard before.

"People love the new design," said Spiros Dimoulas, general sales manager at Monaco Ford in Glastonbury. "They really like the new six-speed automatic transmission with its better fuel economy. Ford has put a lot into product development."

Ford offers the Fusion in five versions. The base S is nicely equipped but offers few options. It comes with the new four-cylinder engine, which has grown from 2.3 to 2.5 liters and from 160 to 175 horsepower. A six-speed manual transmission is standard; a six-speed automatic is optional.

The SE model features the same drivetrains, but adds a 3.0-liter V-6, rated at 240 horsepower, to the options list. This engine comes only with the six-speed automatic.

SEL buyers can have either the four or the V-6, but the manual transmission is dropped. All SELs are automatics. SEL V-6 buyers have one additional option: all-wheel, as opposed to front-wheel, drive.

The Sport is new and features a 263-horsepower 3.5-liter V-6, the six-speed automatic, a sport suspension system and the option of all-wheel drive.

At the top of the model lineup is the new Hybrid. Its gasoline engine and electric motor can propel the car with the gasoline engine turned off at speeds of up to 45 miles per hour. The Hybrid drives the front wheels through a continuously variable automatic transmission and delivers impressive fuel economy. Regardless of the model, the styling is smooth and conservative. It should wear well as the years pass.

"We usually sell more SEL's with all-wheel drive, but with the cash for clunkers program, the 4-cylinders, a few with manual transmissions but most with automatics, have become very popular. The fours are the ones that qualify for the rebate," Dimoulas said.

Performance in our SEL, equipped with the new four-cylinder engine, was more than adequate for family use. The engine was generally smooth and quiet, except when pressed for full throttle acceleration. At these times, which are rare, the new four-cylinder is clearly audible, but is still reasonably refined. The six-speed transmission shifts very well and our zero-to-60 dash was accomplished in 8.7 seconds. Expect the 3.0-liter V-6 to shave a second off that time. So far, we have not driven the Sport nor had a chance to time the Hybrid.

The ride in the Fusion is one of the car's many strengths. Cars do not get much more comfortable than this, especially in this price range. The suspension feels relaxed over rough pavement and absorbs bumps and harshness well. The car is so comfortable that the driver might not expect the level of competence displayed by the new Fusion in brisk maneuvers. Here, the car feels balanced, the grip from the tires is good and the electric power steering delivers noticeably better feedback than comparable systems found on some competitors. The result is a sedan that is actually fun to drive.

The front seats are very comfortable. Our SEL with its leather front buckets provided excellent lower back support. The rear seat was acceptable for taller riders, too. Only with the front seats pushed all the way back does rear seat foot room become a little tight. The trunk in non-Hybrids is large for the class and the rear seat back is split and folds for even more cargo room.

The interior is nicely done with soft touch interior panels in areas where competitors have opted for less appealing hard plastic surfaces. The basic controls are easily used. The climate system, however, has numerous small buttons mounted low on the center of the instrument panel. Making changes here can be distracting.

The new Fusion is the kind of car that quickly grows on you. Credit its competence, comfort and practicality and the fact that these attributes do not diminish the pleasure of driving it, even on mundane errands.

Buyers have obviously taken note. Fusion sales were up 66 percent in July.

Paula say....

An all around comfortable and nice driving car

When Jim notes high levels of comfort in a new car, I'm often challenged to find a good driving position. Here, that wasn't the case. The Fusion seems as well suited to shorter drivers as it is to taller motorists. The power seat helped, but it was the wide range of adjustments from the tilt-and-telescoping steering wheel that allowed me to eliminate the seat-bolster-to-elbow interference that I find in some other cars.

The new Fusion drives very nicely. While the four-cylinder's power is just okay, the total package is very nice. Handling is good, the car is quiet and the interior is highly attractive.

The gauges are easy to read, though the speedometer uses 20 mile per hour increments. The rearview camera projected its image on the inside mirror, but the view is small and fades in some lighting conditions. Our Fusion also had the optional blind spot warning system, which I liked. Consider it an extra set of eyes to spot a car lurking just one lane over and slightly to the rear.

We managed to go 24 miles per gallon on regular gas in the new Fusion. That is acceptable, but I can't help but wonder what the Hybrid would do.

Jim MacPherson is the host of "The Car Doctor" show Sundays at noon on WTIC-AM. Paula MacPherson is his wife and new-car review partner. He's 6-foot-plus; she's 5-foot-one. Send comments, questions, suggestions in care of Special Sections, Hartford Courant, 285 Broad St., Hartford, CT 06115.

Ford Focus Tops Rebate Purchases

By Richard S. Chang
The Ford Focus is the most popular vehicle purchased so far through the “cash for clunkers” program.

The National Highway Traffic Safety Administration has distributed a list of the 10 most popular vehicles sold through the program, formally known as the Car Allowance Rebate System. The list published by CNN Money also includes the combined fuel-economy figures:

1. Ford Focus, 27-28
2. Honda Civic, 24-42
3. Toyota Corolla, 25-30
4. Toyota Prius, 46
5. Ford Escape, 20-32
6. Toyota Camry, 23-30
7. Dodge Caliber, 22-27
8. Hyundai Elantra, 26-28
9. Honda Fit, 29-31
10. Chevrolet Cobalt, 25-30

Nick Bunkley and Derrick Henry of The Times reported Tuesday that roughly 250,000 vehicles were sold through the clunkers program. Of the 120,000 applications that the Transportation Department has processed, the average fuel economy of cars being bought was 28.3 miles a gallon, 21.9 m.p.g. for S.U.V.’s and 16.3 m.p.g. for trucks.

Interestingly, the most traded-in clunker was also a Ford, said George Pipas, an analyst with Ford. It is the Explorer S.U.V.

Cash for Clunkers Alive Until Labor Day

With Cash for Clunkers phase I scorching through its $1-billion funding in what is projected to be two weeks or less, U.S. Senate Majority Leader Harry Reid said Wednesday evening a moderately controversial continuation of the Car Allowance Rebate System (CARS) will be approved by the Senate. The vote will inject an additional $2 billion that should see the program through to its Labor Day termination.

Reid (D-NV) said that despite loud objection from some Senate critics -- mostly Republicans -- he was confident there were enough votes to pass the bill's extension, with or without some proposed amendments that could delay implementation.

Whether a significant number of lawmakers see merit in any of the amendments, which include schemes to place a limit on the income of those benefiting from the Cash for Clunkers program, is unlikely to matter, because if the Senate amends the House-passed bill to extend the CARS program, the bill would have to be returned to the House, which already has recessed until September.

Proponents do not wish to see a delay in extending the program, which has been credited for jump-starting languishing auto sales and perhaps fanning the flames of a broader upturn for the nation's still-hesitant economic recovery. Thus it is likely Democrat-led support will beat down any proposed amendments to the House bill in a vote scheduled for today.

In their sales reports for July, almost all automakers praised the effect the CARS program had on industry sales, but some analysts are questioning the net impact of the Cash-for-Clunkers-driven sales. Data analysts at Edmunds.com, parent of AutoObserver.com, surmise that a large ratio of the vehicles traded in the program would have been "turned over" for new-vehicle purchases even without the Cash for Clunkers incentive, but they are being replaced by vehicles more fuel-efficient than if the program had not been in place. -- Bill Visnic