2010 Ford Fusion SE 6MT

What we have here is a rare breed. A mid-size sedan from a domestic automaker equipped with a manually actuated clutch. In fact, the 2010 Ford Fusion (and its rebadged brother, the Mercury Milan) are the last examples offered with Detroit Three nameplates. The Fusion's competition from Chrysler and General Motors are only available with automatic gearboxes, and while the import brands all offer the option to shift-it-yourself, few are actually purchased by stick-averse Americans.

So when Ford released its powertrain combinations for the 2010 Ford Fusion, we were surprised to find that not only was a manual available on S and SE four-cylinder models, but the Blue Oval also upgraded ye olde five-speed cog-swapper to a six-speed unit. As fans of the three-pedal arrangement, we promptly requested a manual Fusion to see how it stacks up to the high expectations set by the V6-powered 2010 Fusion Sport we've already reviewed.

As our regular readers and podcast listeners are aware, a large cross-section of the editorial staff are fans of the Ford Fusion. For a reasonable price you can pick up a decently equipped, nicely sized, attractive sedan that can accommodate a family of four in comfort, yet still be fun to drive. Most of us like the 2010 Fusion's exterior and interior updates, and for those that want something more visually sedate, Ford continues to offer the Milan through Mercury dealers.

Here at Autoblog's Ypsilanti, MI office, we like a bit of bold mixed in with our daily drivers. Just because you are schlepping the kids to school or commuting to work doesn't mean you have to be invisible. With the most aggressive iteration of the three bar grille motif, the new Fusion is far from subdued. Our tester was a mid-level SE model equipped with the new 2.5-liter four-cylinder engine that debuted last year in the Ford Escape. This was paired with a new six-speed manual transmission currently unavailable in any other North American market Ford, although we wouldn't be surprised to find that it winds up in the Focus and possibly the Fiesta.

With 175 horsepower and 172 lb-ft of torque, the four-cylinder Fusion is hardly a sports sedan, but that doesn't mean it's not a fun drive. With a comparatively modest (by modern standards) mass of 3,285 pounds, the four banger is more than adequate for daily commuting duties. And as the week progressed, we came to think of our Fusion as a riff on the sort of lightweight sport sedan you don't see anymore – the kind that didn't need massive amounts of power and kit to be thoroughly entertaining and quick to respond on twisty roads. If the span between your house and work-place includes stretches of winding tarmac, the manual-equipped Fusion could be just what you're looking for.

The clutch pedal is smooth and progressive, and one of the advantages of limited output is that the Fusion doesn't need a ridiculously heavy clutch to transmit power. That means that even if you get stuck in stop-and-go traffic, your left leg won't get a heavy workout. When things open up and you push the Fusion harder into and out of corners, the shift lever moves effortlessly through the gates with throws that aren't overly long. Using the six ratios wisely allows you to get the most out of the available power and torque while still returning acceptable fuel economy.

The Fusion's chassis is well sorted, allowing you to carry a surprising amount of momentum through the corners. If you opt for the SE trim over the S model, the rolling stock includes P225/50R17 all-season tires rather than P205/60R16 rubber. Interestingly, the 16-inch wheels on the Fusion S are aluminum while the 17-inch units on the SE are steel. In recent years, wheel makers have been able to develop new steel hoops that are just as light as aluminum and less expensive – a real boon when you hit a Michigan-sized pot-hole. And if the design on our 17-inch-equipped tester looks familiar, that's because it's the same style offered as an 18-inch alloy on the European Mondeo.

Like other Fusions we've driven (including the Sport), this four-cylinder version has a well sorted suspension with perfectly balanced spring rates to provide a decent ride over nasty roads, along with great damping and good roll control. The lighter four-pot and manual gearbox also means less mass on the front axle for better overall balance compared to the six-cylinder models.

As with the rest of the 2010 Fusions, the front seats offer solid comfort and lateral support. The rear seating provides plenty of legroom for adults, but with the optional sunroof, headroom does shrink. Ford's SYNC infotainment system worked well, with easy connection of phones and other devices partnered with reliable voice activation. Our SE model also had aluminum-look trim on the center stack, which looks far more attractive than any metal finish plastic or fake wood we've seen.

Ford estimates that 5% (or less) of Fusion/Milan buyers will option for the stick, but we hope the Blue Oval continues to buck the trend and keep it around. It's a great alternative for those who need a family-sized sedan, but aren't willing to completely compromise on driving dynamics. Our SE tester, equipped with the Sun & SYNC packages, stickered at $22,165, although these days, it's likely you can get one for quite a bit less. The time we spent with the Fusion was hopefully our last wave of frigid temps before spring arrives, so perhaps as a result of blasting the heaters and de-foggers, our mostly city fuel mileage was down more than we expected.

Over our week with the Fusion, we averaged 25 mpg compared to official EPA numbers of 22 city and 29 highway. The S, with its smaller wheels, gets up to 31 mpg on the highway, but the larger wheel and tire combo seems like a worthy compromise. Our numbers were only three mpg worse than the Milan Hybrid we drove earlier, and we might take another look at both powertrains when the weather gets warmer and gas prices inevitably climb

2008 Ford F-250 Review

The 2008 Ford Super Duty pickups feature new styling inside and out along with a re-engineered suspension that delivers a smoother ride. A new diesel engine and a new Ford F-450 pickup are designed to handle the needs of ever-increasing agricultural, boat, and RV trailer weights. Other revisions and refinements are designed to address customer comment and stricter emissions standards.

Two words can define the 2008 Super Duty relative to the previous iteration: refined and more. It has more of the work ability you expect from a heavy-duty pickup, yet it is more comfortable, rides better, delivers more in the cost-benefit analysis, and is more environmentally friendly, a lexicon not normally applied to big trucks for sale. With realistic expectations, any faults will seem minute when compared to the ability to plow a big parking lot, carry a small car or tow a small house.

The 2008 Super Duty is not an all-new truck. Some body panels, engines and transmissions continue. But many aspects more substantial than the front-end styling have changed. It has a new interior in five different flavors from hose-out to leather lux, a new diesel engine, more added features, and should cost less based on equipment than the outgoing model.

And in a first for any major pickup manufacturer Ford has added a medium-duty pickup, the F-450, to the line. This model will be pricey by pickup standards, probably over $60,000 loaded, but it offers load capacity and towing ability never before found in a pickup, and is capable of carrying 5,000 pounds of hay and towing an 18,500-pound horse trailer simultaneously.

Need a truck to work? The Super Duty line can haul from one ton to three. It can tow from three tons to more than twelve. It can carry three to six real-world people with room to spare. And the door pockets, glovebox, and console will hold more stuff than some exotic sports cars' trunks.

Kit Cars & Replica Cars

Cruising along a deserted beachfront you glance in your rearview mirror and realize that you are being overtaken by an elegant old cars — a 1937 Jaguar SS-100 Roadster. Or is it?

Further down the road you catch up with the car when it stops at a service station to fill up and you get a chance to talk with the owner. She graciously opens doors and pops the hood and talks with you about the fiberglass bodied Squire, a 1937 Jaguar SS-100 replica car sold by Auto Sport Importers, Inc., in the 1970s.

According to Arthur Stahl, on "The Squire SS-100 Registry" home page, "The Squire SS-100 is an almost exact, full size replica of the 1937 - 1939 Jaguar SS-100. The car was commissioned by Auto Sport Importers, Inc. of Philadelphia, Pennsylvania and made by Automobilli Intermeccanica in Trofarello, Italy between 1970 and 1975, reportedly by Fiat technicians who were moonlighting evenings and weekends."

Replica cars were assembled by the manufacturer and you purchased a completed car which was made to look like a vintage cars model such as a 1937 Jaguar SS-100, 1927 Bugatti 35B, 1929 Mercedes-Benz SS, 1939 Alfa Romeo, 1935 Auburn Boattail Speedster, 1934 Frazer-Nash or any one of a number of replica cars that were produced.

On the other hand, a "kit car" was exactly what it sounds like. It came disassembled and you put it together yourself, usually using an engine and frame that you already owned. Volkswagen "Beetle" engines and frames were inexpensive and very easy to obtain. For higher powered models you found a wrecked Chevrolet Corvette and pulled the engine. The kit came with instructions on how to modify nearly any engine and frame to accept the body and a few weeks (or months depending on your level of expertise) later you were showing off your new car. Companies such as Almquist helped you with advance preparations with their "Plan-A-Car" information packets.

Kit cars might look like vintage classic cars, but they also showcased designer's concepts of what a luxury sports car should look like. Names such as Aquila, Astra, Auriga, Banjo, Condor, Fiberfab, Gazelle and Invader, among others, bring to mind low slung roadsters, many with gullwing doors, the dream cars of many young men and women.

In the 70s, when sportscar prices were rapidly rising, people who dreamed of owning one suddenly found that they could not afford to buy, or drive, their dream cars. Kit cars which were sold on a small scale in the 1950s and 60s suddenly became a very popular means of driving a "look-alike" and having a lot of fun.

Ford urges more buyer incentives

A day after the U.S. automobile industry reported its worst sales since 1982, Ford Motor Co. executives said they were encouraged by moves in Washington to bolster car and truck sales, but added that the government needs to do more to give consumers the confidence to return to their showrooms.

"I see some real exciting developments in the stimulus package," said Jim Farley, head of sales, marketing and service at the Dearborn automaker.

Congress is considering a number of incentives to boost the sale of more efficient vehicles as part of the federal government's $900 billion stimulus package. On Tuesday, the Senate approved a provision by Sen. Barbara Mikulski, D-Md., on a 71-26 vote to allow car buyers to deduct sales tax and interest payments on new cars. The $11 billion tax break would save a buyer $1,500 on a $25,000 vehicle.

The deduction would expire Dec. 31, and apply to vehicles up to $49,500 and to buyers with incomes of $125,000 for individuals and $250,000 for couples.

Late Wednesday, Sens. Tom Harkin, D-Iowa, and Debbie Stabenow, D-Lansing, said they will introduce an amendment dubbed the "Sell Fuel Efficient Cars Amendment" that would provide a rebate of $10,000 to buyers who trade in a car more than 10 years old for a new car assembled in the United States. The amendment provides $16 billion which would cover more than 1.5 million purchases. The program would end once the funds ran out, but no later than Sept. 30, 2010.

Farley also said the government could do more to stimulate purchases of greener vehicles.

The Senate bill doubles the number of plug-in electric vehicles that could qualify for a tax credit. A related House bill provides $600 million for the federal government to buy advanced vehicles that are at least 10 percent more efficient than the vehicles being replaced, among other provisions.

"The recovery bill's $600 million provision to fund the purchase of fuel-efficient vehicles is both good economic policy and good energy policy," said Ross Eisenbrey, vice president at the Economic Policy Institute, a Washington think tank. "As the automakers launch new electric vehicles, plug-in hybrids and other high-mileage vehicles, the government can guarantee a market for them even if cheap gasoline dampens the enthusiasm of individual consumers.

Ford Americas President Mark Fields said the move to make interest on new car loans tax deductible is "a big deal," but said consumers need to have faith in their economic future for big purchases.

"People are going to need to see actions on the government's part to stimulate the economy," he said.

U.S. auto sales hit 27-year low

U.S. auto sales plunged to a 27-year low in January, a steeper-than-expected drop that took the slumping U.S. market below China's for the first time.

The two U.S. automakers struggling to restructure under a $17.4 billion (12 billion pound) government bailout led the market lower. Chrysler posted a 55 percent sales plunge. Sales for General Motors were down 49 percent.

The bleak results were one of the first indicators of the depth of the recession at the start of 2009, underscored by sharp declines by the industry's stronger players.

Toyota Motor, the world's top automaker, was hit with a 34 percent sales decline. Sales were off almost 30 percent for Nissan Motor and 28 percent for Honda Motor

Industry-wide sales dropped 37 percent, taking the annualized sales rate to 9.57 million vehicles, the lowest level since 1982. But that understates the depth of the downturn since the U.S. population has increased about a third since.

"The truth is that the entire auto industry finds itself in the eye of this economic storm," Bob Carter, Toyota's U.S. manager for its flagship brand, told reporters.

Ford Motor, considered the best-positioned of the embattled U.S. automakers, posted a 40 percent drop that one analyst said would strain its stated intent to make it through the downturn without an emergency infusion of government cash.

"Even with a boost from the anticipated federal stimulus plan, we see consumers taking a cautious approach to large ticket discretionary purchases," S&P equity analyst Efraim Levy said in a note for clients.

GM cut its first-quarter production plan by almost 10 percent. Both GM and Chrysler extended new discounts to try to clear inventory and get production lines moving again.

"We're in the mouth of this monster, and we have a lot of work to do," Chrysler sales chief Steven Landry said.

U.S. auto sales account for as much as one-fifth of retail sales. The downbeat results added weight to the view that the battered sector will be a further drag on U.S. output.

GM, like other automakers, blamed tight credit for the downward spiral in sales since September. The depressed sales rate for January put the U.S. market below China's in sales volume for the first time, the automaker said.

"People are coming in, wanting to buy vehicles and they're being turned down, just that simple," GM sales analyst Mike DiGiovanni said. "And we have to break and thaw the credit markets for consumers who want to buy automobiles."

KOREANS BUCK THE TREND

Korea's Hyundai Motor and its affiliate Kia were the only major brands to escape January's collapse. Hyundai's sales rose 14 percent. Kia gained 3 percent.

Hyundai has been buoyed by a novel promotion that allows Americans to return their new cars if they lose their jobs within a year of purchase.

"It's a very smart program," Edmunds analyst Jesse Toprak said. "People are uncertain about the future and if you give them some security blanket that makes them feel better about the future, about their purchase, it can go a long way."

One of the key questions for the U.S. market this year is whether Ford can make good on its bold bet that it can ride out the downturn with its existing $24 billion of cash.

In part, Ford is holding out hope that the U.S. market will improve in the second half as an expected fiscal stimulus package takes hold and consumer confidence recovers.

To that end, Ford said there were some encouraging signs in January. Showroom sales appear to have stabilized even though sales to rental agencies were down sharply. Used car prices also appear to have stopped falling, executives said.

"What we are looking for at this point is stabilization," said Ford economist Emily Kolinski Morris. "You have to stop falling before you can start rising."

Although the U.S. auto industry is entering its fourth year of declining sales, the deepening slowdown hit European and Asian markets hard in the final months of 2008.

Used Car Buing - Tips

When you decide it's time to buy a used car you must follow some rules. First one is to be smart. Do your research. Many people get bad deal because they are not aware of the real price of the car they just bought. Start by determining the type of vehicle you want, and then narrow the field to a few models. You can find out which vehicles are rated highest for reliability and other factors, as well as get specific pricing information that will help guide you in price negotiations. Check reviews such as in Consumer Reports, talk with people who own the vehicle you're looking for, and call dealerships. Put all the information on a piece of paper. What car models suite your needs, what model has good reviews, and price for the same models on several dealers .After that look for the ads on newspapers or internet.

Once you know what your car is worth, and what vehicle you want to buy and what it is worth as well, you can start shopping. Using the internet to find all available models that you want to buy within easy driving distance of where you live is a great way to shop. It's cheaper to buy a car from a person than a dealer. If you are buying from an individual, try to get as much information from the person as possible. You may have the opportunity for some type of warranty or repair plan if you go through a dealer. Before your actual visit to the dealer or private party, make sure that you have your financing arrangements all taken care of in advance and know exactly how much you can afford to pay.

You find the car, the price is good and you want to buy it. Stop. It's not over. Whether you're buying from an individual or dealer, have the car checked by a third party. After you know that the vehicle is in good shape check the car history by the vehicle's VIN number.
The VIN is the Vehicle Identification Number, and it can be found on the title or under the windshield. A VIN report will run about $20 to $25, but it is worth the price. You may learn important things about the car that are not evident otherwise.

How much are you willing to pay for the car? If you want three to four years old car you must be prepared to give at least $8,000 for a decent car. If you chose for an older car the price will be lower. Again do your research and don't go for the first decent car you find. You may find a private seller but if you don't carefully consider using a dealer. Dealers will often give used cars a thorough check and offer some type of warranty on the cars. The dealer will also ensure there are no outstanding liens against the vehicle, something you'll need to do on your own if you buy from a private party.

Another important rule: "read before sign". Be sure to read everything carefully when signing a contract wit a dealer or a private party. If you don't understand some terms ask someone. Make sure you understand the terms of the agreement and any warranties or service checks offered.

First Drive: 2009 Jaguar XF

Monday, March 10, is the day for leaping-cat devotees, as Jaguar’s sleek, new XF sedan officially hits showroom floors. Luxurious and spacious for its class, the XF contains a melodic V8, handles extremely well and, in the sheet-metal flesh, is gorgeous.

Its muscular looks may not evoke any particular Jaguar, but the fresh, modern take on the marque arrives with packaging and safety benefits that go with a clean-sheet design. If you’ve ever admired the qualities that Jaguar’s cars exude — grace, space and pace — the new XF will not disappoint.

Sharp New Suit



The rear-wheel-drive, 4-door, 5-seat XF will arrive in three trim choices: Luxury, Premium Luxury and Supercharged. The standard equipment list is lengthy, including 18-inch wheels, electrically adjustable steering column and leather front seats, side and side-curtain airbags, automatic speed limiter, a tire-pressure-monitoring system, rear parking assist and an electronic parking brake. Options will include ventilated seats, a blind-spot-monitoring system and adaptive cruise control.

The XF’s front wishbone and rear multilink suspension uses components refined from the nimble Jaguar XK coupe, and the XF’s sleek profile even matches the windshield and backlight angle of Jag’s lithe 2-door. Along with added content, the Supercharged (S/C) version of the XF provides a firmer, electronically controlled adaptive suspension, larger brakes and standard 20-inch wheels to complement its sporting mission.

Same V8, New Soundtrack



In the U.S., motivational choices will be between Jaguar’s normally aspirated (300-horsepower) or supercharged (420-horsepower) 4.2-liter V8 engine. Extensive efforts were applied to tune out discordant mechanical sounds that might emanate from beneath the XF’s rippled hood, leaving a restrained and melodic V8 soundtrack to permeate the cabin. Hushed at a sedate pace, when given the cane the V8 purrs in a truly inspirational tone. The S/C model ups the volume and urgency of the melody, in a still pleasing but more authoritative baritone.

Both V8 engines are paired with a 6-speed automatic transmission, and the drive mode is selected via a rotary knob that rises from the center console upon ignition. Manual gear control is available via standard, steering-wheel-mounted paddle shifters, though an impressively intuitive and entertaining Sport program is available in full automatic mode. An adjustable and defeatable traction/stability-control system is standard — including a Winter mode for slick conditions.

Inner Space



Both brighter and friendlier than its German rivals, the XF has a clean and modern interior, with an expansive use of aluminum and tastefully understated wood accents. Storage space is plentiful, with a functional center console, oversize cupholders, large storage pockets in each door and pockets on the backs of the front seats. Though uncluttered, the XF’s cabin offers an array of standard tech amenities, including Bluetooth phone syncing, touch-screen display and full iPod integration.

Cool, phosphor-blue ”halo” lighting accents the XF’s switch gear, and hard buttons for the most frequently used controls (climate, audio) sensibly complement the intuitive touch-screen. A 9-speaker, 320-watt sound system is standard. The available 14-speaker, 440-watt Bowers & Wilkins surround-sound setup is one of the finer audio systems ever offered from a manufacturer.

The XF’s inviting cabin is spacious enough to keep clients or even in-laws happy, and it's richly appointed leather seating and cutting-edge interior should help you feel wealthy no matter where your commute ends. On all XFs, the rear seatbacks can be folded down, increasing the already impressive space in the 17.1-cubic-foot trunk.

On the Road



Jaguar claims the XF’s new chassis is the stiffest in its class, and the crisp platform allows for supple suspension tuning. No matter how much the road contorts, the XF handles surprisingly well.

The normally aspirated model is more pleasantly tuned for potholes and everyday commutes, while still exhibiting succinct body control when given its head on country roads. The S/C version is decidedly firm in terms of suspension settings, and on more entertaining lanes stays planted and flat, exhibiting very little body roll. Around town, considering its 20-inch wheels and low-profile rubber, the S/C model still provides impressive compliance.

The XF’s steering strikes a most livable balance between feedback and control effort. Though lighter than the Teutonic competition, it gives up little in terms of precision. Combined with accurate steering, the upside of the stiff chassis and deft suspension tuning is a machine that soaks up road imperfections around town, yet seems to lose 1,000 pounds when the road begins to twist. Don’t let the looks fool you — the XF’s voluptuous shell caches an innately athletic package.