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http://www.caranddriver.com/article.asp?section_id=19&article_id=8533&page_number=1
Ford Five Hundred
Ford's attempt to fill some very large shoes.
BY DAVE VANDERWERP
October 2004
If you remember the Taurus when it was brand-new in 1986, you'll likely remember that it quickly became the turnaround trendsetter that changed Ford's fortunes forever. From that debut year through July 2004, Ford has sold 6.5 million of them, and the Taurus was the bestselling family sedan in the U.S. from 1992 through 1996. No small accomplishment in view of the slick competition from Japanese automakers.
Now comes the car that will inherit the flagship mantle and bear the enormous pressure of at least coming close to the popularity of the Taurus: the Ford Five Hundred.
The importance of this vehicle has caused Ford to rethink offering the traditional sedan/wagon formula of the past. The company has long been aware that the family-car market has moved from traditional wagons to SUVs—indeed, Ford's Explorer is the bestselling sport-ute in the country, and a highly profitable one at that. So the traditional wagon is out, and instead of a Five Hundred wagon, Ford is offering a car-based SUV—the Freestyle.
Ford is also hedging its bet, as the current Taurus will be sold side by side with this new Five Hundred. Just one of two factories where the Taurus was built gets the assignment for the Five Hundred.
A new car begins with a chassis, and instead of using the Taurus platform, Ford went upscale and plucked the P2 platform from Volvo, the Swedish automaker Ford has owned since 1999. This is the same front-drive, transverse-engine layout with struts up front and a multilink setup in the back that's used in all the bigger Volvos, from the S60 sedan to the XC90 sport-ute. Pulling such a premium platform down-market is most unusual.
This P2 platform uses the electronically controlled Haldex system that provides all-wheel drive on various Volvos, and Ford has carried this option over to the Five Hundred. This is a first for a Ford sedan, and on the Five Hundred, it's offered on any trim level as a stand-alone $1700 option.
With a meager engine cupboard, Ford finds itself in the unenviable position of offering only one engine for this family hauler: a not particularly powerful Duratec DOHC 3.0-liter V-6 (also the only engine for the Freestyle) that makes 203 horsepower, originally introduced in 1996 as a 2.5-liter in the Contour. In this iteration, the Duratec V-6 gets an electronic throttle and reduced LEV II emissions, managing three horsepower more than the 3.0-liter currently used in the Taurus and Escape.
Transferring power to the wheels are two transmissions. A first for Ford is a "gearless" continually variable transmission (CVT), which is found on entry-level SE front-drive models as well as on any all-wheel-drive Five Hundred. The other is a traditional six-speed automatic purchased from Aisin-Warner, longtime Toyota supplier, that is standard equipment on up-level two-wheel-drive SEL and Limited sedans.
When questioned about CVT durability—that issue killed GM's CVT—Ford engineers assured us that has been adequately addressed, and they expressed no additional concerns about having a CVT with all-wheel drive. The engineers point to the belt in GM's unit as the weak point and claim the Luk chain (the same supplier of Audi's chains) used in Ford's version will not cause problems. We hope they're right, because with every all-wheel-drive Five Hundred and all Freestyles teamed with the gearless box, Ford will soon be building more CVTs than anyone else. Any problems could turn off the public's acceptance of the CVT and spell disaster for Ford.
On the plus side, the CVT (and the six-speed) has a broad ratio span (highest gear ratio divided by lowest gear ratio, which is six for both transmissions), which can offset the lack of power. But we're not sure the driving public is prepared to accept wringing this engine out at its noisy power peak to achieve the so-so performance we experienced behind the wheel in a brief drive at the preview.
At 200.7 inches long, 74.5 inches wide, and 60.1 inches tall, the Five Hundred is 3.1 inches longer, 4.5 inches taller, and 1.5 inches wider than the Taurus. These also exceed the respective dimensions of Chrysler's 300 sedans and the largest P2 platform buddy, the Volvo S80.
Interior space is quite good. At 55 cubic feet, the room up front is slightly less than you'll find in the Taurus and 300, each by just one cubic foot. But 53 cubic feet in the back seat is more spacious than in either car. There is enough space for over-six-footers to find comfort, in front or in the rear. The Five Hundred's trunk is vast, with 21 cubic feet of storage. Ford says you can put eight golf bags in the trunk, but the company makes no claim to being able to accommodate that many golfers in the cabin.
We find the big Five Hundred's look a bit uninspired; this is not a car that will draw a lot of attention. But history tells us that's not necessarily a disqualifier in this segment.
From behind the wheel, the controls appear well laid out, but the interior materials are a disappointment. The plastic looks bargain-basement, not up to par with the competition. On the other hand, the many standard features are welcome. All Five Hundreds come with a power driver's seat, fold-down rear seats, 17-inch aluminum wheels (18-inchers are optional), four-wheel anti-lock brakes, brake-based traction control, remote keyless entry, air conditioning, and a CD player.
With an estimated base price of $23,000—roughly $1000 less than a Taurus with the same Duratec V-6, and similar to the 300's $23,595 base—Ford is hoping to sell 125,000 Five Hundreds in the first year. If you value space over power, this new sedan is worth a serious look.
FORD FIVE HUNDRED
Vehicle type: front-engine, front- or 4-wheel-drive, 5-passenger, 4-door sedan
Estimated base price: $23,000-$28,500
Engine type: DOHC 24-valve V-6, iron aluminum block and heads, port fuel injection
Displacement: 181 cu in, 2967cc
Power (SAE net): 203 bhp @ 5750 rpm
Torque (SAE net): 207 lb-ft @ 4500 rpm
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Transmissions: 6-speed automatic, continuously variable automatic
Wheelbase: 112.9 in
Length/width/height: 200.7/74.5/60.1 in
Curb weight: 3650-3850 lb
C/D-estimated performance:
Zero to 60 mph: 8.6-8.8 sec
Standing 1/4-mile: 16.7-16.9 sec
Projected fuel economy (mfr's est):
EPA city driving: 19-21 mpg
EPA highway driving: 26-29 mpg
Much better than the Taurus in every way, shape and form. If I wanted one of these, I would get it with the CVT tranny and AWD option
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