2015 Ford F-150 3.5L EcoBoost 4×4 Tested: The Aluminum Gamble Has Paid Off

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Ford’;s big aluminum gamble pays off.

Examples of true courage in the auto market are uncommon, as the astronomical stakes involved with any new automobile program tend to produce conservative, play-it-secure considering. Ford, which has a extended history of developing automobiles and trucks to the penny, has regularly proved the rule with handful of exceptions, the most notable of which is the original Taurus.

Now comes the aluminum 2015 F-150, a gamble so large, so daring, that it swamps the Taurus and even the flathead V-8 in Ford’s restricted pantheon of massive risk-taking. The F-series pickup, with far more than 600,000 sold in a great year, is Ford’s bank, its golden goose. Ford’s F-series organization alone could qualify as a Fortune 25 company—just that one item line. Executives tamper with it at their excellent peril.

So when this loaded, $ 61,520 Platinum SuperCrew rolled up, a 19.3-foot-long monument in steel and twice-as-expensive aluminum that rewrites all the guidelines in the truck enterprise to set a new benchmark curb weight in the half-ton pickup class, we anticipated singing angels and a heavenly golden spotlight. Rather, the truck just sat there all shiny from a fresh wash, its 3.5-liter twin-turbo V-6 idling quietly.

Brasher than Ever

The new F-150’s styling takes the Tonka Truck theme that Ford has been playing with for several years to even greater heights, literally. The Platinum’s 3-bar grille is a vertical and much greater wall of chrome and mesh that reminds us of an industrial air conditioner or Goliath’s electric razor. You gotta want a truck with a huge, square face that looks unabashedly like industrial gear to go for the vibe that the F-150’s placing out.

Walking around this full-boat Platinum, you get the sense that a minivan team, which racks its collective brain to come up with new doodads for separating their box from absolutely everyone else’s boxes, was detailed to this truck to separate it from everyone else’s 4-door pickup. As just before, the F-150’s bed walls are high, but mechanical pop-out steps just aft of the cab permit any individual to scramble more than the side. They deploy by way of a mechanical plunger on heavy, stamped-steel arms capable of withstanding a rock blow, and it requires some work to push them back into the locked position with your foot.

More bed access is constructed into the tailgate, with a hideaway stair step packed into the panel. Pull it and the accompanying folding handrail out to (extremely) safely climb up into the bed. It appears nifty and clever, like one thing Q Branch would devise, till you understand that Chevrolet accomplishes pretty a lot the same thing with basic cutouts for feet and hands in the corners of the rear bumper and bedsides. Do cowboys need handrails?

Tech Out the Wazoo

We opened the F-150’s huge door, watched the faired-in running board glide down on electric arms—watch your shins!—and stepped in. Compared with the much more carlike Chevrolet Silverado, you sit higher in the F-150, with a commanding view more than the dash and all you survey. And in the Platinum 4×4, there’s a lot to survey. For the $ 55,980 base price tag, you get complete Sync with MyFord Touch which includes an 8.-inch high-def center-console screen plus a second 4.2-inch “productivity screen” among the gauges operated by thumb controls on the steering wheel. There are leather energy-adjusted mega-thrones, a power tilt and telescoping wheel that is also heated, voice-activated dual-zone climate control, remote tailgate release from the important fob, a power sliding rear window, and other factors that variety riders didn’t know they necessary. A $ 905 Technology pack adds a 360-degree camera program, lane-keeping assist, and dynamic hitch help that helps guide you backward to a waiting trailer. A twin-panel moonroof is the most expensive choice, at $ 1295. If there’s something else this truck wants, it possibly requires a separate license and a federal background check.

Continued…

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2016 Ford Explorer Gets a Major Overhaul: New EcoBoost Motor, Luxe Best-Spec Trim, and A lot more

Official Photographs and Information

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New styling, tech, and powertrain enhancements for Ford’;s extended-operating family members hauler.

The Ford Explorer fights in a crowded and extremely competitive segment, duking it out with cars like the Jeep Grand Cherokee, Dodge Durango, GMC Acadia, and Nissan Pathfinder. It is a large and hugely profitable segment, and now Ford has re-armed its Explorer with an extremely extensive midcycle update that brings considerable alterations outdoors, inside, and beneath the hood.

On the exterior, the 2016 Explorer shares only its roof, doors, and glass with the present model. New headlights consist of Ford’s 1st LED low beams as regular and optional signature eyebrow lighting, and they’re joined by a new grille opening and aggressive decrease fog lights. The taillights obtain a new 3-dimensional element, even though the rest of the rear finish gets newly integrated exhaust guidelines (with integrated soot catcher so they remain clean), reshaped D-pillars, and a more sculpted tailgate with a subtle spoiler up best.

The aesthetic tweaks group with active grille shutters to make the new Explorer 5 % a lot more slippery than the outgoing style, according to Ford. Look closely at the front fog lights, and you’ll see a functional inlet that directs air around the front wheel wells, cutting down on drag. Ford clearly focused on the specifics.

Why Didn’t Anyone Else Believe of That?

The common rearview and optional front cameras provide 180-degree views, and both come with a function Ford says has by no means prior to been on any production car: a lens washer. Anybody who’s had to thumb-smudge road salt or highway grime off of a backup camera—or tapped a parking-garage wall soon after neglecting to do so—will rejoice at this feature. It’s a wonder the likes of Mercedes-Benz and Audi haven’t thought to provide it. The Explorer can also be had with a revamped Active Park Assistant that can now semi-autonomously steer you into or out of a perpendicular parking spot (like the ones at Walmart) as properly as parallel park for you. Additionally, new side sensors help you figure out whether or not you are about to leave paint samples on that concrete column looming just behind your B-pillar in the parking garage. The Explorer also now gets Ford’s hands-free of charge, foot-sensing liftgate opener previously identified on the Escape and C-Max.

Inside, the capacitive-touch center-console controls have blessedly been scrapped in favor of sincere-to-goodness push buttons for the audio and climate controls. Audible cheers came up from the journalists at the unveil event when designer Chris Svensson announced this change, which he stated was prompted by copious client feedback slamming the touch-sensitive (or insensitive) prior design and style. Both the driver and front passenger get roomier footwells, while second-row guests get much more legroom thanks to redesigned front-row seatbacks. Front and rear “smart-charging” USB ports sense the current draw demanded by your smartphone or tablet, charging devices up to twice as quickly, whilst a 110-volt inverter offers 3-prong power at the back of the center console.

A Bigger Downsized Engine

The largest news beneath the hood is the smallest engine in the Explorer lineup: The 2.3-liter EcoBoost 4-cylinder that replaces the 2.-liter turbo 4 as the middle of 3 engine selections in the Explorer. The 2.3-liter turbo 4 packs an estimated 270 horses and 300 lb-ft of torque in this application­, 20 fewer horses but 45 a lot more lb-ft than the naturally aspirated base 3.5-liter V-6. It’s up 30 horses and 30 lb-ft over the outgoing 2.-liter turbo.

The added oomph implies Ford can now offer you a Class II towing package on 4-cylinder Explorers, generating them capable of lugging up to 3000 pounds, as properly as lastly offer you 4WD as an selection with the turbo 4. Ford says the new 2.3-liter EcoBoost returns the same 20 mpg city and 28 highway as the smaller sized 4-cylinder. Base, XLT, and Restricted models can be fitted with the 2.3-liter EcoBoost for a $ 995 upcharge, with the twin-turbo EcoBoost 3.5-liter V-6 and its 365 horses and 350 lb-ft of torque becoming common on Explorer Sport and Platinum models.

Valuable Metals

Platinum? That’s appropriate: Ford debuted the revamped 2016 Explorer by displaying off its new best-spec Platinum trim line. On top of the myriad 2016 upgrades across the Explorer line, the Platinum level brings luxurious appointments to compete with range-toppers like the Jeep Grand Cherokee Overland Summit and the GMC Acadia Denali. To that finish, the Platinum gets its own matte-silver grille with a different insert to make sure your neighbors know you checked the most pricey box. This model also rides on its personal 20-inch machine-completed wheels with dark accents. Satin chrome adorns the mirrors, roof rack, door handles, and physique moldings.

The cabin of the Platinum is stuffed with far more upscale supplies then previously supplied on a Blue Oval product. The upholstery puts on a lounge act, with Ford saying its “Nirvana leather” is the softest hide it is ever procured. Leather also wraps the seats, dashboard, door inserts, upper door trim, and armrests, and heated front and outboard second-row seats are regular. The ash wood and brushed aluminum trim sprinkled all through the interior are the true deal—no plastiwood or knockoff metal right here, and you can truly really feel the texture of the brushed aluminum. And do not miss the brushed-aluminum steering-wheel badge it is the initial all-silver Ford oval the company has ever used in production, and is intended to signify just how particular the Platinum is.

Additional sound deadening, a exclusive headliner to match the interior upholstery, fabric-wrapped A-pillar trim, a 500-watt Sony audio system, and an all-digital instrument cluster (an additional Ford first) round out the Platinum-level interior upgrades. The prime-of-the-line Explorer comes standard with the 3.5-liter EcoBoost V-6 and all-wheel drive, as nicely as its personal suspension tune. (There are also separate tunes for the Sport and the rest of the lineup.)

In spite of the massive overhaul, Ford says the 2016 Explorer will carry more than the identical $ 31,595 base value as the 2015 model. Pricing for the XLT, Limited, Sport, and Platinum models will become obtainable on Ford’s site shortly, and the revamped 2016 will hit showrooms sometime subsequent summer. As for the Explorer’s highly competitive segment, we’re considering its denizens just sat up and took notice.

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A quiet, rational revolt against boring.

It’s no longer enough for a automobile to be excellent in the mid-size-sedan class. Reputable, comfortable, and quiet family members sedans that get great fuel economy are thick on dealer lots no matter which brand you shop. To be a star in this segment a auto requirements personality—style that stands out, luxury beyond its value, or exceptional functionality. Set the bar there and the number of household sedans worth thinking about dwindles to fewer than 5, with the Ford Fusion appropriate in the hunt.

Style and Luxury Beyond Its Price tag

Whilst the competitors is virtually universally defined by conservative, mass-appeal styling, the Fusion stands apart with a shapely body and sharp specifics. A sticker price tag of $ 36,415 suggests a auto at the leading of its mid-size segment, yet our Fusion Titanium test vehicle reaches even larger. With deep red leather seats ($ 695) and more technology than a $ 45,000 BMW, the Fusion does a convincing impression of a luxury auto. On best of a long list of common gear, our test example added heated and cooled front seats, a heated steering wheel, 19-inch wheels, inflatable rear seatbelts, and navigation. On that final item, we’re pleased to report that the MyFord Touch technique has evolved into something friendlier than it was in early iterations. It is far quicker and the touch-sensitive controls beneath the 8-inch screen react reliably and promptly to the very first tap. It is achievable that a half-decade of slow, tedious, and just plain dangerous navigation systems has made it also effortless to impress us, but we heard couple of complaints.

Quiet, Competent Dynamics

Those who seek driving pleasure in a sensible package will be much better served with a single of our 2 2014 10Best–winning family members sedans, the Honda Accord and the Mazda 6. The Fusion’s steering is not as sharp, its chassis is not as buttoned down, and its transmission is not as snappy. But if you seek comfort and composure, the Fusion delivers with a touch of European sensibility in the chassis tuning. The Fusion actions over heaves and potholes in a way that suggests its dampers and bushings were chosen with the care and budget typically reserved for luxury automobiles. And while it doesn’t bait you into swinging around corners, the steering has good heft and good on-center surety. A 70-mph stopping distance of 172 feet places the Fusion right in the mix with the competitors. That’s a marked improvement more than the prior-generation Fusion, which had abysmal brakes with distances occasionally stretching beyond 200 feet.

The 240-hp turbocharged 4-cylinder in our test car is the only engine option that opens this all-wheel-drive choice. The 2.-liter EcoBoost is the leading performer in a crowded engine lineup that consists of 3 4-cylinders, a hybrid powertrain, and the Fusion Energi plug-in hybrid. You can pair it with front-wheel drive, but the $ 2000 all-wheel-drive program is a excellent acquire for those in northern climates, specially because you’re currently $ 33,425 deep with the motor and Titanium trim. Whilst the drivetrain normally routes all energy by way of the front wheels, an electronically controlled clutch pack seamlessly dispatches the engine’s 270 lb-ft of torque to the ground via all 4 wheels when necessary. On a rainy day, we mashed the throttle over and more than, around corners, off the line, and from a roll with no signs of wheelspin or torque steer.

At 7.3 seconds to 60 mph, acceleration of this most strong model is only middling for the segment. Older Fusion V-6s had been half a second faster. More disappointingly, the turbo 4 is just as thirsty as a V-6. We averaged 20 mpg, beneath even the Fusion’s EPA city rating of 22 and nowhere near the 31-mpg highway rating. For those who’ve been paying attention to Ford’s EcoBoost technique, this comes as no surprise. Whether or not they’re installed in F-150s, loved ones crossovers, or Fiestas, these downsized turbo engines have hardly ever lived up to the promises created by the fuel-economy label.

A Qualified Segment Leader

We like the Ford Fusion for its fetching style and its competent chassis. While we rank the Honda Accord and the Mazda 6 as a lot more fun and just as pragmatic, Ford does have 1 undeniable benefit over that pair. The Fusion is 1 of really couple of mid-size sedans that delivers all-wheel drive. If that requires a higher priority than performance or fuel economy in your search for a loved ones sedan, you can not do far better than a Ford Fusion.

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2015 Lincoln MKC two.three EcoBoost AWD Tested: Comfort and Self-assurance in a Wonderful Escape

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Lincoln’;s great escape.

A decade from now, automotive gods prepared and if every thing goes according to program, we may well recognize this MKC as Lincoln’s fantastic escape. That is escape with a lowercase “e.” Simply because although the MKC is primarily based on the Ford Escape, Lincoln has ultimately, gently broken cost-free from its reputation for developing overpriced, reskinned Fords. The rudderless luxury brand seems to be gradually learning the fine art of parts sharing that has been so successful for brands like Volkswagen and Audi.

Inside and out, the MKC makes really couple of overt references to the Escape, but the most meaningful distinction can be found in the driving experience. Whereas Lincolns previous provided a softer, significantly less controlled variation on a Ford’s normally competent dynamics, the MKC delivers the comfort and confidence anticipated of a luxury car. The cabin is quiet and the ride compliant, yet at the same time, the nicely weighted steering is slack-free of charge and the physique manage is firmly in verify. The top engine, a 2.3-liter turbocharged 4-cylinder shared with the Ford Mustang, is quiet and effectively-behaved in meting out its 285 horsepower and 305 lb-ft of torque.

Lincoln nonetheless has its perform reduce out, even though. Each Detroit luxury brands, Cadillac and Lincoln, continue to struggle with understanding how to do premium inside of a auto. In the MKC, the leather isn’t as wealthy nor are the seats as supportive as in competitors. And the gear-selector push buttons operate with the exact same sense of occasion as activating the rear defroster. These nuances wouldn’t be such a massive deal if Lincoln were aiming for the low end of the luxury marketplace, targeting Buick and Acura, but the $ 49,265 sticker price tag of our test auto suggests Dearborn has its sights set far greater.

Luxury, Not to be Confused with “Sport Luxury”

What this Lincoln will not be remembered for is anything approaching sportiness. The Lincoln MKC is upscale in the Lexus sense, not the BMW or Audi range. The 2.3-liter 4-cylinder, an $ 1140 upgrade more than the base 2.-liter turbo and accessible only with 4-wheel drive, is slow to rev and not especially punchy. In our testing, the MKC necessary 6.6 seconds to attain 60 mph and 15.2 seconds to clear the quarter-mile. That overall performance puts the MKC in the hunt with the German contingent, but only with their base turbocharged 4-cylinder engines. A turbocharged 6-cylinder BMW X3 xDrive35i with only a 15-hp benefit on the 2.3-liter Lincoln will run to 60 mph a complete second quicker.

About the skidpad, the MKC mustered .83 g of lateral grip, slightly under par for this segment. A 70-to–mph braking distance of 168 feet is correct in line with what we anticipate from these compact crossovers. Even so, after the 4th panic stop, the left pedal became mushy as heat saturated the program from repeatedly reining in 4066 pounds of Lincoln.

What Comes Subsequent

The MKC’s handsome appearance and nicely-sorted driving traits are only the very first step in the long, arduous journey Lincoln faces if it’s going to make the transformation to a proper luxury brand. There’s nonetheless a lot of area for improvement, and we fully count on these gains to materialize in future models. The MKC may mark a fantastic escape from the status quo, but Lincoln’s future depends on what the organization makes of its newfound freedom.

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Your Mileage Could Differ: 2015 Ford Mustang Fuel-Economy Figures Leaked for V-6, EcoBoost Models

Fuel-economy ratings for specific 2015 Ford Mustang models are out, and V-6 purchasers will be slightly disappointed.

The savvy enthusiasts at Mustang6g—the identical forum that posted the car’s very first official photos from a copy of Autoweek prior to it hit newsstands—have now posted Monroneys of several production ‘Stangs, all of which have been identified on Ford’s customer website. Here are the 3 models in question and their EPA numbers (where applicable) compared to 2014:

• 2015 Mustang V-6 Automatic: 19 mpg city, 28 mpg highway (2014: 19/31)


• 2015 Mustang V-6 Manual: 17/28 (2014: 19/29)


• 2015 Mustang EcoBoost Manual: 22/31 (no 4-cylinder in 2014)

Unsurprisingly, the 2.3-liter EcoBoost inline-4 is the thriftiest and beats the fuel-economy estimates for the bigger-displacement 3.7-liter V-6 in the base model. And utilizing the EPA estimates of the V-6 as a guide, it is probably that the EcoBoost with the 6-speed automatic will attain higher city and highway numbers than the manual. Why the V-6—which, as we’ve detailed previously, has barely been touched from 2014—returns worse mileage in a car that’s supposed to be just 25 pounds heavier certainly has a lot to do with the new final-drive ratios, which are greater numerically. The curb-weight distinction, like just about each and every bit of Mustang news all year, was also leaked by Mustang6g and put to rest rumors that the 2015 auto would be as significantly as 300 pounds heavier. Still, what offers?

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All 3 of the window stickers on Mustang6g.com indicate sales to Virginia dealers, which confirms our suspicion that Ford has been taking orders for months ahead of the new Mustang’s planned fall arrival. The sticker PDFs are currently live on Ford’s internet site, and we had been able to track 1 of the cars to Purvis Ford of Fredericksburg, Virginia, where the dealer’s site lists a 2015 V-6 coupe and a hyperlink to one particular of the window stickers. As the Mustang is nonetheless in preproduction mode, consumers can not officially order one particular unless their local dealer agrees to sell them a car that has currently been allotted to dealer stock.

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Your Mileage Could Differ: 2015 Ford Mustang Fuel-Economy Figures Leaked for V-6, EcoBoost Models

2015 Ford Expedition 3.five-liter EcoBoost First Drive: Out With the V-8, In With the Twin-Turbo V-6

First Drive Assessment

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EcoBoosted expeditiously.

• ANDREW WENDLER AND


• THE MANUFACTURER

Back in the late twentieth century, when it seemed the complete nation was going nuts for full-size SUVs, Ford’s Expedition was a somewhat ubiquitous fixture on the Suburban (see what we did there?) landscape. But as fuel rates went up and the economy down, buyers began sidestepping—in droves—body-on-frame SUVs in the showroom. By the maker’s personal admission, sales dipped by 40 % from 2008 to 2009 (bear in mind Cash for Clunkers?). Basically unchanged given that its 2007 makeover, the Expedition soldiered on dutifully and sales eventually stabilized, Ford peddling 38,000 Expeditions in 2012 and 2013. While the present refresh builds on those identical 6-year-old, third-generation bones, it does bring 2 main alterations to the table for 2015: The 3.5-liter EcoBoost V-6 (borrowed from the outgoing F-150) is the only obtainable engine, and a constantly controlled damping suspension (borrowed from Lincoln) is optional.

Hitting the Refresh Button

In terms of exterior styling, the refresh hits all the usual marks: Each the front and rear fascias are updated, the front finish now with sleeker-hunting headlamp bezels that merge into a minimalist 3-bar chrome grille. Modifications out back are restricted to a new liftgate and exhaust ideas. Trim levels include the base XLT, midlevel Restricted, King Ranch and the new best-of-the-line Platinum, the last trading the chrome grille for a brushed-satin therapy. Dub-like 22-inch wheels are optional, and, combined with the subtle updates, give the 2015 Expedition a classic, purposeful, and effectively-proportioned appearance in both the common 119-inch-wheelbase and longer 131-inch-wheelbase EL version.

The new Expedition’s interior also got a as soon as-more than, resulting in a fresh instrument-panel design with dual configurable 4.2-inch screens in the cluster and an optional 8-inch touch screen for MyFord Touch and Sync in the center stack. A tilting and telescoping steering wheel is normal fare power is optional.

Aesthetics aside, the biggest surprise is how well the 3.5-liter EcoBoost engine hauls about the new Expedition. Rated at 365 horsepower and 420 lb-ft of torque, the twin-turbo V-6 tends to make mincemeat out of the outgoing model’s 5.4-liter V-8 and its 310 ponies and 365 lb-ft of grunt. That is an improvement of 55 horsepower and 55 lb-ft. Peak torque is on duty at a fairly low 2500 rpm, and accordingly, throttle tip-in is aggressive. Switch off the traction control and get a small randy with the accelerator, and the Expedition will gladly do its greatest impersonation of an NHRA dragster staging for a quarter-mile run. Treat the massive Ford with respect and it will return the favor, delivering quiet, tractable power almost totally devoid of the characteristic turbo whine of the V-6 EcoBoost in its F-150 application.

Ford tells us that the 6-speed automatic has been calibrated specifically for Expedition duty, and we have no explanation to doubt them. Gears swap with near-transparent precision, and that consists of hard, manual downshifts chosen to get in touch with up engine braking on steep downgrades. Fuel-economy numbers are not offered however, but Ford expects a 15-percent improvement more than the 13-mpg city/18-mpg highway EPA rating of the outgoing V-8–powered Expedition 4×4. Tow ratings haven’t suffered, either, the maximum tug quantity clocking in at 9200 pounds when correctly equipped. (Factory-installed trailer-brake manage is offered.)

Straightforward-E

The decision to group the constantly controlled damping (CDD) technique with the Expedition’s existing independent rear suspension was an inspired one. (GM’s Chevy Tahoe and GMC Yukon near-twins still run live axles out back.) Drivers can select Comfort, Typical, or Sport settings, which soften or firm damping accordingly, but also constantly adjust the qualities of the shocks primarily based on input from sensors that monitor body motion, car weight, steering feedback, and road undulations. The final results are tangible, and in Comfort mode, the Expedition’s ride is about as plush as that of any full-size SUV we’ve sampled to date.

Steering commands are electrically boosted—light sufficient around town to spin with a single hand, and the wheel weights up nicely on the highway, requiring tiny correction to keep course. Although linear, it is not communicative as the tires load up in the twisties. The brakes bite early and pedal travel is short—the binders never wavered in their mission to slow the Expedition, even on the lengthy, steep downhill grades of the West Virginia mountains exactly where we drove the SUV. Dynamically, the Expedition performs the not-unremarkable feat of feeling much smaller than its 17.2-foot length (18.4 in the EL) would suggest.

We were also impressed by the quiet passenger compartment, which benefits from a host of noise-eradicating measures, including an acoustic-laminated windshield and new sound damping supplies in the cabin pillars, center console, and headliner, as properly as new carpeting with enhanced noise-canceling properties. Combined with a comfy driving position and completely functional third-row seat that is comfy enough for actual adults and folds as flat as a billiard table, the 2015 Expedition interior tends to make the most of its voluminous cabin (maximum cargo volume behind the very first-row seats is 108.3 cubic feet, 130.8 for the EL version).

After years of living in the shadow of GM’s fleet of physique-on-frame SUVs the Expedition is quietly reasserting itself not only as a rival, but also as a true contender for the domestic complete-size-SUV crown. If your vehicular requirements incorporate loads of interior space and towing capability in a conventional SUV package, the rebooted and EcoBoosted Expedition deserves a significant look.

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Proof that a 3-banger can be entertaining.

Diminishing displacements are just one element in an automotive age of profound change, but even so, 999 cubic centimeters ain’t significantly. There are numerous motorcycles with bigger engines, and for most of us who didn’t grow up with Japanese Kei vehicles, Messerschmitts, or BMW Isettas, a car propelled by a 1.-liter powerplant has really restricted appeal.

So we’re pleasantly shocked by the acceleration of this Fiesta with its tiny 3-cylinder turbo, especially soon after we spent some time in a Euro-spec 2012 Ford Focus equipped with the identical engine, which tipped the scales some 300 pounds heavier than our Fiesta. The Focus 1.0L EcoBoost comes stateside for 2015 in the 5-door hatchback and 4-door sedan models. Focus or Fiesta, there’s a price tag premium for the EcoBoost triple, and the Concentrate buyer who forked over the additional green may endure buyer’s remorse the first time the light turns green and surrounding traffic rockets off into the middle distance.

As we noted in our 2014 Fiesta very first-drive report, this SFE EcoBoost version of the smallest of Fords is not to be confused with the Fiesta ST, an additional force-fed Fiesta. Face-distorting launches aren’t portion of the deal with the 1.-liter the notion is respectable overall performance with outstanding fuel economy. The only gearbox obtainable is a 5-speed manual.

In terms of acceleration, respectability is defined here as 8.3 seconds to 60 mph and a quarter-mile slip reading 16.7 at 84 mph. The combination of modest curb weight, early-onset peak torque, and adequate horsepower get the Fiesta out of the blocks with decent vigor—you can even get the front tires to chirp, which is assured to surprise your fellow motorists. In terms of acceleration, it measures up favorably against the previous-generation Honda Fit, a frequent Automobile and Driver 10Best Vehicle and subcompact comparison-test champ.

The EcoBoosted Fiesta also enjoys an edge in EPA fuel-economy ratings—32 mpg city and 45 highway, tops amongst non-hybrids. The fuel-stingiest 2013 Match (there was no 2014 gas model) was rated 28/35 and the freshly introduced 2015 Fit, when equipped with a buzzkill constantly variable transmission, grabs a 33/41 EPA estimate. Our true-planet mileage for this test was 32 mpg. With a lighter right foot, it likely would be substantially greater.

Ford’s new 3 is devoid of the vibrations inherent in triples, thanks to clever engineering. Ford avoided employing energy-robbing counter-rotating balance shafts by selectively adding weight to the flywheel and drive pulley, and the engine revs freely enough. About the only clue that this is one thing other than your standard-issue 4-valve-per-cylinder 4 is an engaging growl when the driver demands max work.

Deliberate Dancer

Despite the fact that the Fiesta 1. is just a bit faster than the previous-gen Match at the drag strip, it is not fairly as adept at back-road boogying. The all-season Hankook Optimo tires (185/60-15) provide far better-than-anticipated grip (.83 g), regardless of tall sidewalls and a low-rolling-resistance rubber compound. But that is offset by substantial body motions, which inhibit transient response and swift turn-in. It’s the value paid for the car’s smooth ride top quality.

The tires also contribute to the Fiesta EcoBoost’s so-so braking distance, although 179 feet from 70 mph is not poor for this class, and the Fiesta’s front-disc/rear-drum program was fade-cost-free. The electric power steering gets higher marks although it is not as tactile on-center as some, it is commendably correct and race-automobile fast at 2.4 turns lock to lock.

Another pleasant surprise: Although the Fiesta 1. will by no means star at an autocross, it offers a quite good account of itself at high speeds on back roads. The little Fiesta inspires self-confidence in quick corners, and if there’s understeer there’s also precision—the driver can spot the automobile exactly as desired, a comforting trait in 80-mph sweepers.

Those 80-mph sweepers had some thing to do with our fuel-economy outcomes. The Fiesta’s prime gear is strictly a downhill ratio (.756:1), and acceleration is not the word for what occurs when the driver depresses the go pedal when in fifth. It’s more like accumulation of momentum. Which meant a lot of downshifts to 4th and even third gear. The shift quality could be a tiny much more snick-snick, like that of the Honda Match, but we’ve definitely seasoned worse.

$ and Triple Threats

As noted, opting for the 1.-liter turbo adds substantially to the bottom line. Fiesta pricing begins at $ 14,925 for a 4-door S sedan. The base price for an SE hatchback (the only trim you can add the EcoBoost engine to) is $ 16,905, and a modest collection of options on our test auto raised the as-tested sticker to $ 18,785. $ 995 went to the EcoBoost Fuel Economy pack (the 1.-liter engine, taller final-drive, a spoiler, and 15-inch steel wheels in place of the normal aluminum ones). The Green Envy metallic paint added $ 595, and our auto also had the $ 290 Comfort bundle, with its heated front seats and heated energy side mirrors.

That does not qualify as bargain-basement pricing, but believe of it this way: The Fiesta 1. delivers an exceptional blend of fun and fuel economy—okay, potential fuel economy—that’s uncommon.

In any case, Ford seems to have nailed it with its triple, an increasingly well-known layout. At least 6 other carmakers—Mini Cooper, Opel, Chevrolet, Mitsubishi, Intelligent, and Toyota—have 3-cylinder engines either in showrooms or in the operates, ranging from 1. liters up to 1.5. Now we just need a person to comply with Morgan’s lead and go V-twin.

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