2011 Ford Fusion Review

These have to be sweet days for Ford. Not only did they spare themselves the bankruptcies GM and Chrysler went through (by mortgaging the famous Blue Oval logo), theyre making and selling cars.

That probably sounds like a no-brainer...I mean, Fords a car company, right? But the fact is that Ford and the other domestics spent most of the last two decades selling trucks and SUVs. Sure, they made cars, but they werent the companys prime focus (way more profit in the trucks and SUVs) and consumers had long since put Toyota and Honda on the top of their family sedan shopping lists.

Well, thats all changing...and three weeks (yep, an extended test) in a Ford Fusion SE (courtesy Bell Ford in Phoenix, Arizona) goes a long way toward explaining why.

Weve said it before, well say it again: Want to know how good a car is? Get as close to the base model as possible. In this case, the tester was one level up...the four-cylinder SE. A base price of $22,830 buys a six-speed automatic transmission, 8-way power drivers seat, an AM/FM/SiriusXM Satellite Radio with CD, mp3 capability and six speakers, automatic headlamps, foglamps, floormats and 17" alloy wheels.

Loaded?  No. Nicely equipped? Absolutely.  Cloth seats breathe nicely in the summertime, so the lack of leather was actually a plus. And the interior design...the placement of all the controls...is so intuitive, so logical, that the Fusion went from a pleasant ride in its first few days to being an extension of the driver as the days and weeks went on.

As an automotive journalist used to a week at a time, multiplying the test window could expose serious flaws or at least niggling shortcomings, but not with the Fusion. It held up. I could see living with this car for the length of a 5-year car loan. Especially when you consider that the bottom line of this one is right at about $23,500 with delivery charges.

EPA estimates: 23 city/33 highway. Camry and Accord are still strong choices, but they can no longer take for granted that its all theirs.

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2012 Ford Mustang Boss 302

Not much around Ford counts as sacred, but the name "Boss 302" may well be. There have been Mustang Mach 1s that didnt come with V8s, Mustang Cobras that only had 120 horsepower aboard, and the company even sold a "GT350" during the 1984 model year that wasnt much more than some tape stripes. But Ford hasnt used the name Boss 302 since way back in 1970 when the original left production. And Ford hasnt built a Boss Mustang of any sort since the 1971 Boss 351. Until, that is, the all-new 2012 Ford Mustang Boss 302. Built around a fortified version of the Mustang GTs new 5.0-liter DOHC 32-valve V8 that can twist and shout all the way to 7,500 rpm and knock out 440 hp, the revived Boss 302 seems a more-than-worthy successor to its namesake. The new 2012 Ford Mustang Boss 302 will be (by factory rating) the most powerful Mustang Ford has ever sold without forced induction. With an engine like that, the old Boss 302 is lucky to be mentioned in the same naturally aspirated breath as the new one. Racing Back in the Day The reason there was a Boss 302 back then is racing. And the reason (but surely not the only reason) theres a new Boss 302 today is racing. This time, however, Ford isnt playing catch-up. In order to compete effectively in the SCCAs Trans Am road racing series, in 1967 Chevrolet had created the Camaro Z/28 and its high-revving, short-stroke "DZ302" 302-cubic-inch (5.0-liter) small-block V8. In the hands of team owner Roger Penske and under the whip of driver Mark Donohue, the Z/28 won three of the 12 Trans Am races run during 1967. Then during 1968, in one of the most dominant professional road racing performances ever, Penske and Donohue won an incredible 10 of the 13 races, including an unfathomable eight in a row. The Boss 302 was engineered specifically as a response to the ludicrously successful Z/28 and as a way of rearming Ford teams competing in Trans Am. And the essential element of the Boss 302 car was the Boss 302 V8 engine. Combining a fortified "Windsor" block with the relatively free-breathing cylinder heads from the then-new "Cleveland" 351-cubic-inch V8 was the major trick of the Boss 302. Throw in some solid lifters for precise (and loud) activation of the oversize valves, a sewer pipe-size four-barrel carburetor and the result was a 302-cubic-inch engine underrated at 290 hp while screaming at 5,800 rpm. That engine would help make the Mustang Boss 302 competitive in the Trans Am series during 1969 and earn it a championship in 1970. Racing Today Conceptually, Fords 2012 version of the Boss 302 V8 follows a similar developmental path. Starting with the new "Coyote" DOHC 5.0-liter V8, the engineering team concentrated on improving its talents for use in the Boss 302R road race Mustang.

As with the old Boss 302 the decision was made to concentrate on high-rpm power production by optimizing engine respiration. To that end a new set of cylinder heads was developed with CNC-machined ports that allow better breathing at high rpm. More aggressive camshafts were also fitted to take advantage of the increased air flow. The valvetrain components were lightened to better survive those higher engine speeds and new sodium-filled exhaust valves dissipate heat more effectively. New forged aluminum pistons and sinter-forged steel connecting rods were also added to solidify this 302s bottom end. All thats inside the engine. The more obvious change from the outside is the adoption of a new short-runner composite intake manifold sitting in the valley between the cylinder heads. "The effect of the new intake design is dramatic," said Mike Harrison, Ford V8 program manager in a release. "When I took the prototype car to Mustang chief engineer Dave Pericak, he took a short drive, tossed me the keys and said Book it...its in the program. He knew what we were onto, and thats really the point where the Boss 302 was born." Minor Changes That Make a Big Difference The new 2012 Ford Mustang Boss 302 engine packs a 150-hp (rated) greater wallop than the old Boss 302, but Harrison asserts, in character theyre similar beasts. "The first Boss 302 was a specially built, free-breathing, high-revving small-block V8 that gave it certain characteristics on a race course — and we capture that essence in the new engine," he said. "In keeping with the spirit of the original, the new Boss 302 achieves its maximum power output at speeds at or above 7,500 rpm. Unlike the original engine, however, low-speed torque and drivability are uncompromised thanks to twin independent variable camshaft timing (Ti-VCT) technology and computer-aided engineering design tools." In fact, the biggest difference between the Mustang GT engine and the Boss 302s is an increase in the red line from 7,000 to 7,500 rpm. Despite all those modifications, whats most interesting is what doesnt change. Compared to the Mustang GTs standard version of the 5.0-liter V8, the Boss 302s compression ratio is apparently unchanged at 11.0:1 (and still "estimated" according to Ford). Valve diameters stay at 37mm on the intake side and 32mm on the exhaust, and valve lift specs remain at 12mm intake and 11mm exhaust. The Boss 302 engine is more powerful, but its not a radical revision of the Mustang GT version of the same engine. Ford isnt even claiming a change from the manual-transmission-equipped Mustang GTs 17 mpg in the city/26 mpg on the highway EPA mileage ratings despite the Boss 302s standard 3.73:1 final-drive ratio. But the 2012 Ford Mustang Boss 302 wont be for everyone. For instance, while the Mustang GTs engine is rated at 390 pound-feet of peak torque at 4,250 rpm, the Boss 302 V8 loses 10 lb-ft somewhere along the line — peaking at 380 lb-ft. While the GT can get by on 86-octane swill, the Boss 302 demands 91-octane fuel or better. And the Mustang GT is available with an automatic transmission. The Boss 302 is manual only.

The Car Around That Engine Back in 1969 and 1970 the Boss 302 came with a stiffer suspension, reinforced shock towers, larger front and rear anti-sway bars and standard front disc brakes. Those were all significant improvements back when high tech in a car still meant a "transistorized ignition." The changes to the new Boss 302 are more extensive. Aesthetically the new 2012 Ford Mustang Boss 302 grabs a few cues from the original, but it isnt a clone. Yeah, theres the C-stripe along the cars flanks. And the "Boss 302" lettering is familiar. But the standard rear spoiler doesnt stand above the deck lid on posts and the vertical rear window slats that destroyed rearward vision in the first car are missing from this one. Also, the front spoiler is a splitter this time instead of a deep scoop, and the flat black hood has given way to a flat black center section on the hood and flat black on the roof (variations will also be available). About the sweetest twist in the looks is the blocked-off holes for the GTs driving lights. It looks tough and racelike, even if it is a theatrical embellishment. Naturally, all Boss 302s get a heavily revised suspension. The stiffer springs result in a slightly lower ride height (11mm in front, 1mm in back) while firmer bushings and a thicker rear sway bar further stiffen the ride. Five-way-adjustable dampers are also part of the package, along with an adjustable electric steering box. The tires are summer-spec 255/40ZR19 front and 285/35ZR19 rear Pirelli P Zeros on special alloy wheels. The Brembo front disc brakes have four-piston calipers clamping down on a 14-inch disc, and the rear disc pads have a special compound. The ratios in the Getrag gearbox are shared with the GT, with 5th a direct drive and 6th an overdrive. Oddly, the Boss is 26 pounds heavier than a standard GT, according to Fords stated 3,631-pound curb weight. Inside the cockpit theres some specific trim and Recaro seats are available, but otherwise its a Mustang in there. And thats no bad thing. How Does It All Work? No one outside Ford has driven a 2012 Mustang Boss 302 yet. But its conceivable this Boss 302 will run well into the 12s through the quarter-mile and rip from zero to 60 mph in the low 4-second range. If Ford is to be believed, a full 1.0g orbit around the skid pad isnt inconceivable. But were in a time-will-tell holding pattern until were closer to the 2012 Ford Mustang Boss 302s on-sale date — next spring. That gives us some time to save up the $40-or-so large it will take to buy one.

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Ford Will Sell Mustang Boss 302 With Special Key For Racing

Good news for buyers of the 2012 Mustang Boss 302 as Ford announced today that it will provide two sets of keys for the muscle car. And why is this newsworthy, we hear you ask? Because the second optional set, called TracKey, promises to unleash the full performance of the Mustang Boss 302. You see, the TracKey communicates with an additional powertrain control module (PCM) turning the special edition Stang into a competition-ready track car.

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Press Release

2012 MUSTANG BOSS 302 LETS LOOSE WITH TRACKEY; CHOOSE STOCK OR FULL-RACE CALIBRATION

• TracKey, available for 2012 Mustang Boss 302 owners through Ford dealers, adds TracMode powertrain control software to the car for track use, providing full race calibration and two-stage launch control in addition to stock calibration, without compromising factory warranty
• Using a dual-path powertrain control module (PCM), TracKey software is installed after the vehicle is purchased; accessed by a specially programmed vehicle key, new code coexists with stock Boss software, allowing drivers to choose between street or track use simply by selecting a key
• No aftermarket chips or permanent modifications are made when TracKey is used, allowing owners to return to the stock setting by starting the car with a regular key

DEARBORN, Mich., Nov. 11, 2010 - You hold two keys: One has a black Boss logo, the other red: Either will start your 2012 Mustang Boss 302. Slide the all-black key into the lock cylinder, give it a twist and youre treated to 444 ponies worth of smooth, streetable driving joy. Or choose red - the TracKey - and you have a competition-ready track car.

A joint project between Mustang engineers and Ford Racing, TracKey adds a second set of powertrain control module (PCM) software to a customers Mustang Boss 302, activated by a specially programmed vehicle key. When invoked by TracKey, the new TracMode software alters more than 200 engine management parameters, increasing low-end torque and turning the potent but well-mannered stock Boss into a competition-ready track car. Remove TracKey and start Boss with the standard key, and all factory engine settings are restored for a comfortable drive home from the course.

"From an engine management standpoint, weve done just about everything possible to give TracKey users a full race car experience," explains Jeff Seaman, Mustang powertrain engineer. "Its not for use on the street - for example, the deceleration is set up to preserve the brakes, and the throttle response is very aggressive. A skilled driver on a closed course will really appreciate the benefits."

As part of the TracKey software package, Ford engineers also devised a two-stage launch control feature similar to that used on the Cobra Jet race car. Using a combination of steering wheel buttons, drivers can set the tach needle to a desired launch rpm. Floor the throttle and the engine will rev to the preset rpm until the clutch is released, helping aid acceleration and vehicle control from a standing start.

One key, hundreds of changes
Devised during an all-night garage brainstorming session among core Mustang team members, TracKey introduces the concept known as the dual-path powertrain control module. The industry-first, patent-pending innovation allows two separate sets of engine management software to exist on a single PCM, selected through the existing SecuriLock® Passive Anti-Theft System (PATS) transceiver found in current production keys.

The TracKey PCM software, installed by an authorized Ford dealer after a customer takes delivery of the car, adjusts variable cam timing, spark maps, engine braking, fuel control and other engine parameters - more than 200 in total - to provide a complete race car calibration. The result is an aggressive, race-bred driving experience all the way down to the lopey idle rumbling through the Boss quad exhaust.

"Anything that could possibly affect all-out performance is deleted from the TracKey calibration," said Dave Pericak, Mustang chief engineer. "Throttle limiting and torque management - any daily driveability enhancements are removed and replaced with a pure Ford Racing competition calibration."

When TracKey is removed and the vehicle is started with the standard key, the PCM settings are automatically drawn from the factory Boss 302 instruction set again without any additional modifications needed - a huge advantage over aftermarket tuning chips and ECU reprogramming. The convenience is useful for enthusiasts who want all-out performance at the racetrack but stock driveability for the journey there and back.

An after-hours obsession
In the early stages of TracKey development, a major challenge was the complexity of installing multiple PCM computers and switching between them. However, Ford controls engineers developed a method to choose between two unique sets of software in a single powertrain control module on the Boss 302: The dual-path PCM was born.

"We installed the 302R software on the same PCM that held the stock Boss software," says Seaman. "Then the controls engineers developed a software system to activate one or the other, depending upon which key was used to start the vehicle. Really, all the parts to make this work existed - the Ford MyKey® system was already using the PATS transceiver to perform specific actions based on the key used to start the car, and the PCM was flexible enough to handle multiple control modules. It was just putting everything together."

As the project unfolded, the team was driven by the uniqueness of what they were trying to accomplish, and TracKey became an obsession. Considering the compressed time frame in which the technology was developed, motivation was essential to the creation of the finished product.

"Weve all been really excited about TracKey, so it came together quickly," explained Pericak. "The concept was first discussed in spring 2009, and here we are 18 months later with a finished, tested, verified product. Its a perfect example of what can happen when you get a core, cross-functional team willing to contribute 24/7 to bring a great idea to life."

TracKey powertrain software installation and key programming will be available to 2012 Mustang Boss 302 owners through Ford Racing authorized dealers. Pricing will be announced at a later date.

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