The trapezoidal spoiler air intake is most likely to remain unchanged as it is already featured on the new Ford S-Max. Sizes will grow considerably in comparison with the previous Mondeo; therefore, comfort is expected to improve as well.

Rumors are that the new Ford medium model will also be available in some completely new body styles, all sharing the same platform. Probable are a Mondeo fastback, sedan, station wagon and cabriolet. Also probable is a coupe (two-door or four-door), as a replacement for the Cougar, discontinued in 2001. For future development are considered the D-Max (small MPV with 5 seats) and the E-Max (big MPV with 7 seats) using the same technical basis.

It is very likely that the next Mondeo ST will feature the turbo variant of the five-cylinder engine with up to 300 bhp. Other than that, the rest of the engine range will offer no surprises. The petrol engines will include the new 1.8-liter SCi engine with direct petrol injection and 130 bhp, the-2 liter (145 bhp) and 3-liter V6 with 204 bhp.

Diesel available power units will most likely include the 2-liter (136 bhp) developed together with PSA and the 2.2-liter offering 155 bhp. Another novelty for the Mondeo will be the new electro-hydraulic steering system, first used on the C-MAX that sharpens the steering response, but also helps to save fuel.

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This is a vehicle that seeks to change the way that you and I think about Ford by being thoroughly thought out, pleasantly executed and different enough to generate strong opinions, all of which took place on the show floor. The Flex is that it’s a luxury large crossover vehicle (GMC Acadia/Hyundai Veracruz-sized) that is based off the architecture that underpins the Ford Edge and Lincoln MKX.

It receives the same Duratec 35 engine and six-speed automatic transmission that powers the ovoid two-row crossovers, and will be available with all-wheel drive. The Flex will beassembled at Crossover Central, otherwise known as Oakville, Ontario, alongside the Edge and MKX. With that out of the way, let’s have a closer look at this interesting new Ford.

The Ford reps chuckled at the thought of whitewall tires, chrome wheel caps and faux wood exterior trim with a surfboard on the top, but you’d better believe that a customizer somewhere has blueprints ready. The most impressive aspect of the Flex is the detailing of the head and tail lamp bezels. Their complexity is at a level some would have never expected to see from a regular Ford production car.

Where the exterior may evoke memories of long-distance travel in thefamily station wagon, the interior is as much a delight for kids as it is for techno-savvy buyers. Immediately, all eyes will fall on the swooping center console that borrows much from Volvo’s S40/V50, especially the slick multimedia navigation system. If the interface and menus are as stylish as they are on this demonstrator, you can easily see Ford’s system becoming a favorite for auto critics and owners alike.

Many of the quality and innovation changes that Ford pledged to make on future carscan be found on the Flex. It’ll have a capless fuel filler system like the Ford GT, eliminating the screw cap on the fuel tank, and a panoramic roof that provides light for all three rows of passengers. The Flex also has a proper refrigerator mounted in the second row between the seats that can chill drinks faster than the fridge in your kitchen.

While the feature content of this crossover is just about unbeatable, the best part about Ford’s new direction is how serious the brand is on improving the ambiance of the interior. Soft mood lighting is great to have in any car, but the ability to change colors is even cooler. Likewise, the ice blue backlighting of the instruments is better than the harsh, eerie green and red of past. Though the Flex wasn’t a fully finished production car, it gave a resoundingly positive impression for the materials used, the tight tolerances and improved fit and finish.

Even as a crossover, the Flex does not have any issues carrying more than five passengers; the third row is usable by people six feet in height. Access to that third row isn’t bad either, thanks to a power tilt and tumble second row, but because of the Flex’s low-ish profile, crouching is necessary. Otherwise, the rearmost row is far from the child-only seating areas of an XC90, a Q7 or an X5; even with the second row bench at its most rearward position, there’s a good amount of knee room and under-seat foot room.

For Ford, its experience with the minivan can probably be likened to the vitality of a doornail, but nevertheless the spirit in comfort and practicality lingers on heavily in the Flex. I don’t know if the Flex is going to redefine what a people-mover should be in the same way that the Dodge Caravan did in the minivan sector, but it will definitely get more people thinking about different ways to move a family around while avoiding a conventional SUV or minivan. Too bad we’ve got to wait until summer of 2008 before getting a chance to slip behind the wheel.

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Ford displayed a vehicle customized by Funkmaster Flex in New York, but that was an Expedition. The only explanation we can think of is that the Flex offers a great range of interior flexibility, but in this the Flex is no better than many three-row crossovers and certainly offers nowhere near the interior adaptability of the minivans that Ford dropped from its lineup.

This is a vehicle whose looks we get excited about. A nearly perfect doppelgänger for the Fairlane concept shown at the Detroit show in 2005, the Flex sits ramrod upright, with four strakes along its flanks, tinted glass all around, and a body-color top or a Mini-esque contrasting top that will be available in white or silver. A brushed-metallic appliqué spans the liftgate on Limited models; lesser Flexes make do without.

Predictably, Ford’s corporate three-bar grille treatment is tattooed on the square nose. The overall look of the Flex is somewhere between stylish cube van and jumbo Mini but will be mistaken for nothing, except for the as-yet-unnamed Lincoln version of the Flex, which we expect to surface soon with a 3.7-liter V-6.

The Flex’s originality ends with the sheetmetal, as there are only so many ways to put seven seats (six with the optional second-row buckets) into a vehicle. Thanks to the upright stance, interior space and visibility are optimized. Two available sunroofs, a traditional one over the front seats and a jumbo fixed panel over the rear seats, brighten the interior. An interesting retro touch is the faux tweed on the base Flex SE’s seats.

Instead of leather seat inserts, which could snag the hearts and earnings of pipe-smoking English professors everywhere, the base trim has miniature houndstooth patches instead. On upgraded trim levels, the seats are wrapped in leather. Mechanically, there is nothing new about the Flex. It shares its running gear with the Edge, with the same 3.5-liter V-6 likely producing the same 265 horsepower connected to the same six-speed automatic. Front-wheel drive will be standard, all-wheel drive optional.

In 2008, Ford will bring to market its TwinForce V-6. Although not confirmed for use in the Flex, Ford has said a V-8 won’t be offered, so it’s logical to assume the TwinForce will be the optional engine at some point. This direct-injection twin-turbo gasoline engine will produce more than 320 horsepower and have fuel economy nearly as good as a diesel producing similar power.

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Roush will begin taking orders for the propane-powered F-150 immediately. The truck can be ordered, delivered and serviced through a nationwide network of select Ford dealers. Offered as a 2007.5 model year vehicle, it is the only propane-powered light-duty truck available from an original equipment manufacturer this year.

The Roush F-150 is available in Regular Cab, SuperCab and SuperCrew cab styles with XL or XLT trim and the full range of bed lengths. The LPI(TM) option includes dedicated propane fuel lines, fuel rail assembly and fuel tank. Additionally, the vehicle’s OEM computer has been re-calibrated to provide optimum performance and fuel economy. The base LPI option is $6,500 and includes a unique 20 gallon toroidal fuel tank, mounted in place of the underbody spare tire. For customers in need of increased range, a 50 gallon, in-bed fuel tank is available as an additional option.

The Roush F-150 LPI will be introduced at the NPGA Southeastern Convention and International Expo in Atlanta, Georgia. The conference runs April 14-17 and is the largest propane industry conference in the United States. “Aside from its superb engineering, this vehicle is right here, right now! It is an alternative fuel vehicle that has an established refueling infrastructure to support it,” says Tom Arnold, director, alternative fuel products for Roush. “This vehicle will have a positive impact on reducing emissions and our dependency on foreign oil.”

The LPI fuel rail assembly is made up of two billet aluminum propane injection fuel rails, an insulated cross-over, a combined pressure/temperature sensor, and a service port that provides data to the engines’ computer allowing for more precise fuel control at the intake port. Roush uses fuel injection and fuel storage systems supplied by CleanFUEL USA and ICOM, Italy. LPI is a registered trademark of CleanFUEL USA.

The standard toroidal fuel tank and optional in-bed fuel tank include a special high flow fuel pump, dual filters, and the required control valves needed to run the engine. The tank also contains the fuel sender and electronic auto stop fill system. Fueling is done through the fuel filler door, and an automatic stop fill device prevents overfilling. This will allow the vehicle to be filled without using the “bleeder” system that vents propane vapors during filling. Fuel is also filtered prior to entering the tank.

Vehicle start is controlled by a “one-touch” system, where the engine controls take over from the driver to provide the fastest possible start with the lowest emissions. The OEM engine control is used with unique calibration values to suit the changes in properties from gasoline to propane. The maintenance schedule for the Roush F-150 LPI(TM) is similar to that of a gasoline engine schedule with no special oils or change intervals required.

The Propane Education and Research Council (PERC) awarded the contract to Roush in February 2006, and Roush designed, manufactured and brought the truck to market in only 14 months. “Roush has an unparalleled reputation for technical expertise, quality and value,” says Brian Feehan, managing director of engine fuel programs for PERC. “It is because of this expertise and experience that we chose Roush to develop this vehicle.”

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“Once Ford and I finished the concept Expedition, we knew we had something serious.” said Funkmaster Flex. “We then started showing it at auto shows, to dealers and to my fans and realized we hit on some themes that we could turn into a limited-edition production ride.” “Funkmaster Flex is finding ways to connect with new customers,” said Barry Engle, general manager, Ford Division Marketing. “He is a perfect fit for the Ford brand because he brings so much energy and enthusiasm to the table. He knows what customers want and he can really deliver.”

Ford research shows that nearly half of all new-vehicle buyers are adding unique touches to their vehicles and Expedition is no exception. Modifications to the Expedition are as diverse as the needs of buyers, from adding additional off-road capability, to custom cargo storage, to adding touches for increased urban street appeal. Funkmaster Flex, a major influence in hip hop culture, has developed a young fan base of urban automotive enthusiasts who take pride in their personal style. Their vehicle often defines their lifestyle. Ford wants to reach these buyers with this new customized Expedition.

Last year, Ford opened its Dearborn design studio doors to Funkmaster Flex to look at how to customize the new Expedition. Flex went to work with Ford designers to create an expressive concept that delivered the Expedition’s SUV authenticity with a unique urban style and presence. The limited-edition run of Expedition Funkmaster Flex Edition, based of the existing short wheelbase, Limited model, will arrive at dealerships in the fall of 2007.

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Production of a small number Ford GT’s began in 2003, to coincide with Ford Motor Co.’s 100th annviersary. Full-scale production didn’t begin until 2004. While far from a big seller, the GT has been profitable for Ford, spokesman John Harmon said. The company sold about 1,300 GTs last year.

It’s greatest value for Ford, however, has been as a “halo vehicle” advertising Ford’s performance engineering capabilities, he said. The GT has been featured on the covers of at least 40 magazines worldwide, he said. “It’s a car you do occasionally,” Harmon said, “not a car that needs to be in our line-up continuously.”

The role of Ford’s “performance flagship” will be taken over by the Shelby GT500, a high-performance version of the Ford Mustang. It is scheduled to enter production this summer. That car is expected to cost about $40,000, far less than the Ford GT.

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The Lightning was a hot-rod version of the Ford F-150 pickup that first appeared in 1993 with a 240-hp V-8 and a $20,000 price tag. Production only went until 1995, but a second-generation version bowed in 1999 with a supercharged 360-hp V-8 that eventually produced 380 horsepower before it was put to rest in 2004.

A go-fast pickup makes little sense because, if you wanted to go fast, you’d naturally start with a much lighter vehicle. But Ford has wisely decided to retain practical features in the F-150’s conversion to a Lightning, the 2004 model could tow 5000 pounds and carry 800 pounds of stuff. Try that in a Mustang. Almost everyone expected the Lightning to continue when the current-generation F-150 hit showrooms in 2004.

No one knows why it didn’t happen, but part of the blame lies with the Ford GT supercar because it soaked up much of the engineering resources of Ford’s Special Vehicle Team, the division that engineered both Lightnings. Also, even in its best year, the Lightning accounted for less than one percent of F-150 sales, and that probably wasn’t significant enough to justify the cost of building it. We’re not even sure if the Lightning will make a return when the ’09 F-150 debuts sometime next year.

For about $44,000, this not-a-real-Lightning has a claimed 450 horses, runs the quarter-mile in 14.4 seconds at 94 mph, and sprints to 60 mph in 5.7 seconds. Its engine feels a lot like the one in the old Lightning, quick, with satisfyingly strong throttle response and a good dose of supercharger whine. But it differs in one significant way, it’s slower.
The old Lightning hit 60 mph in 5.2 seconds and the quarter in 13.8 seconds at 104 mph, thanks to a lighter body.

Lightnings were only ever available in the lightest and smallest pickup body offered: the regular cab. This project truck was built on a SuperCab, which has a set of rear-hinged doors and a back seat fit for humans. Those are handy, for sure, but the 4702-pound Lightning was a whopping 826 pounds lighter.

In addition to the extra weight, this project truck (first shown at SEMA last fall) suffered when compared with the Lightning due to a wheelbase that is 12.7 inches longer. Whereas the Lightning would feel almost agile, at least for brief spurts, there was no such sensation with the project truck; the driver was constantly aware of its size and bulk. It did, however, manage to post a respectable skidpad number (0.81 g) and braking figure (177 feet), but unless it’s going straight ahead at full throttle, there’s not much sport here.

The real story is that buyers can devise their own high-performance versions of the F-150 with features that were never available on the Lightning, for example, four forward-hinged doors or four-wheel drive. The best option for speed-minded folks like us is to begin with a regular-cab XLT with the 5.4-liter engine. That truck costs $26,945, and if you added just the supercharger and rear-end parts (roughly $7000 including labor), the result would be a $34,000 truck that’s as close in spirit and stamina to the Lightning as we’re going to get for the foreseeable future.

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Unique overhead stripes are available as an option and complement XR4’s enhanced performance ability. “In keeping with its performance pedigree, Fiesta XR4 will only be available in the three-door body style with a five-speed manual transmission,” said Mr Gorman. Fiesta XR4 is the second high performance vehicle in the Ford Australia line-up to come from Ford’s TeamRS organisation.

It will be joining the stunning Focus XR5 Turbo that redefined the term ‘hot hatch’ when it was launched last year. “The new XR4 is more than just a badge, it is a whole new performance and design concept devised by TeamRS as an ongoing part of its road car programme,” explained Jost Capito, TeamRS Director. “The new Fiesta XR4 encapsulates the spirit of ‘fun to drive’ and aims to bring out the enthusiast in every driver, while being enjoyable to live with as an everyday car.”

In addition to the powerful and sporty 2.0-litre Duratec engine, Fiesta’s highly acclaimed chassis has been modified to deliver class-leading handling and roadholding for the XR4, with a stiffer rear twist beam and revised spring and damper tuning. Steering is quicker acting and braking performance has been improved, with larger diameter and ventilated front discs, as well as the addition of rear disc brakes, fitted for the first time on Fiesta. The XR4 features a close-ratio five-speed manual transmission with a new, short-throw gearshift for ultra-fast, precise gear changes.

Fiesta XR4 looks the part too, with an XR5 Turbo-style front bumper treatment that incorporates a deeper air intake and chrome-ringed fog lamps, a bespoke sports rear bumper, discrete side skirts and a functional rear roof spoiler to complement its low stance. Handsome multi-spoke alloy wheels with low profile Pirelli P-Zero tyres complete the package to create a bold, performance look.

Inside, the cabin has also been given the XR4 treatment, with unique front sports seats trimmed in black leather with bold red or blue cloth centre sections. XR4 interior detailing includes a leather-wrapped steering wheel with aluminium centre spoke, unique leather gear shift knob with satin aluminium insert and red graphics, sports pedals and XR4 branded scuff plates.

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Aerodynamic teardrop-shaped headlights and large taillights are the major styling cues on the four-door Taurus sedan, which rides on a 108.5-inch wheelbase and wears 16-inch tires. At 197.6 inches long overall, the Taurus is approximately 8 inches longer than the Toyota Camry. Seven-spoke aluminum wheels are mounted on SEL models.

The Taurus sedan can seat up to six people with a front bench seat and folding center storage console, or five in models equipped with front bucket seats. All four doors contain map pockets, and the trunk holds 17 cubic feet of cargo. Standard SE equipment includes air conditioning, remote keyless entry, cruise control, a cassette stereo, and power windows, locks and mirrors. Moving up to the SEL model brings a driver’s door keypad, a six-way power driver’s seat, lighted visors, a HomeLink garage-door opener and a CD player.

Two 3.0-liter V-6s are available. The base Vulcan overhead-valve engine produces 153 horsepower. The alternative Duratec dual-overhead-cam V-6 makes 201 hp. Both engines team with a four-speed-automatic transmission that incorporates adaptive shift control. Ford also offers a flex-fuel version of the 153-hp V-6 that runs on a mixture of E-85 ethanol and gasoline, or either substance alone.

The Taurus sedan is satisfying in most respects, but it doesn’t stand above the midsize pack, which includes the league-leading Honda Accord and Toyota Camry. Ride and handling are acceptable, but the Taurus can feel a little ponderous at times; it can also exhibit a harsher-than-expected ride. Performance with the dual-cam V-6 is vigorous and responsive.

The automatic transmission functions in an easygoing manner but may suffer just a bit of hesitation when downshifting. Interior space is ample, but large roof pillars impair visibility. All the seats are comfortable and supportive. Despite a few drawbacks, attractive prices help make the Taurus a good buy against much of the competition.

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When the Taurus X arrives at dealerships in late summer, it will feature Ford’s new 3.5-liter V-6 engine rated at 260 hp and matched to a six-speed automatic. This is a considerable upgrade from the previous Freestyle’s anemic 203-hp V-6, which was mated to a frustrating CVT automatic transmission.

There will also be an Eddie Bauer edition offered for the first time, and the Taurus X also features easy-­to-maneuver second-row seats. We’ll have more on the Taurus X later today, but for now there are more photos to peruse below.

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