First Look: Formula Ford

Underscoring its commitment to motorsports of all types, Ford unveiled not one, but a total of seven race-ready vehicles at this year's Frankfurt show. The Focus ST-R factory racecar was just the start. Ford also unveiled its all new Formula Ford racecar, and is showing off five different rally-prepped Fiestas at this year's Frankfurt show.

Ford's latest Formula Ford car is sure to continue the series' legacy of providing a level playing field to act as a proving ground for future Formula 1 talents. The all-new Formula Ford cars feature a production-based 1.6-liter turbocharged EcoBoost I-4 mounted down low right behind the driver. The FIA racing series limits the EcoBoost four-bangers of all the competitors to 163-hp and 162 lb-ft of torque. The 1.6-liter mill routes that power through a six-speed sequential manual transmission.

Ford says that these new Formula Ford cars will be easy for its fans to recognize because of the use of Ford's current global kinetic design theme, while being safer than any previous Formula Ford racecar. Some of the key new safety features in the new Formula Ford racer include a tubular chassis, front and rear carbon fiber crash structures, and side intrusion panels, among other things.

Ford also took the time to show off all five of its rally-ready Fiesta variants. The top dog would be the Fiesta RS World Rally Car. The all-wheel drive Fiesta RS WRC packs 1.6-liters of EcoBoost turbocharged fury under the hood, that can put out upward of 500-hp.The M-Sport developed Fiesta RS WRC is the same car piloted by the likes of Ken Block, Mikko Hirvonen, and Jari-Matti Latvala in the World Rally Championship.

One step down from the Fiesta RS WRC is the Fiesta Regional Rally Car. Ford said that the only differences between the Fiesta RRC and the Fiesta RS WRC are a different engine restrictor, and some subtle aerodynamic differences. The Fiesta RRC can be converted to full Fiesta RS WRC specifications in around six hours.

Third down on the ladder is the Fiesta S2000. The Fiesta S2000 appeared on the scene a year before the Fiesta RS WRC, and was in fact the basis for the World Rally Championship car. The Fiesta S2000 competes in FIA Super 2000 rallying, which is aimed at providing a level playing field for both manufacturers and privateers.

The fourth Fiesta rally car is the Fiesta R2. The Fiesta R2 anchors the FIA WRC Academy, which is a brand-new Ford-supported training program for young drivers looking to get into the World Rally Championship. Like all of the Fiesta rally cars, the Fiesta R2 also sports Ford's familiar 1.6-liter I-4 under the hood.

The bottom rung of the Ford Fiesta rallying ladder is the Fiesta MS1. Ford says that the Fiesta MS1 was designed with novice rally drivers in mind. The Fiesta MS1 is based heavily on the standard Fiesta road car that can be purchased at your local Ford dealer, and can be easily upgraded into a Fiesta R2 once the driver's skills improve.

Getting your hands on the Fiesta RS WRC or Fiesta S2000 in North America might prove a bit tricky, since they're all prepared at M-Sport in the United Kingdom. However, it is possible to get your Fiesta rallying fix if you're in the United States. Team O'Neil Rally School in New Hampshire will prep your Fiesta hatch into a Rally America-ready Fiesta R2 for around $30,000, or get you started with by prepping your Fiesta to Fiesta MS1 spec. Start saving.

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First Look: Ford Fiesta ST Concept

 

Turbocharged Ford Fiestas bounce across Rallycross courses and wind their way through WRC stages around the world, but why should rally drivers have all the fun? Perhaps they won't -- the Ford Fiesta ST Concept, which debuted at the 2011 Frankfurt Motor Show, is likely a sign of hot hatches to come.

Although the notion of a performance-tuned Fiesta isn't exactly new (RS1800, anyone? XR2i or XR Turbo? Anyone?), this is the first attempt to craft one for global consumption. Jost Capito, Ford's director of Global Performance Vehicles, says this new ST show car is proof positive that the company's Global Performance Plan has legs, and can extend well beyond the forthcoming 2012 Focus ST, which is debuting alongside the Fiesta ST at Frankfurt.

Mechanically speaking, the Fiesta ST show car abides by the same mechanical formula used on its big brother. The hot hatch, built off the European three-door model, retains its front-wheel-drive architecture. Power is still provided by a turbocharged, direct-injection, EcoBoost-branded four-cylinder engine, but that's where the similarities end. Displacing 1.6 liters, the Fiesta's dual-overhead cam mill is about four-tenths of a liter shy of the Focus, but it certainly isn't lacking power.

Preliminary figures indicate the 1.6-liter EcoBoost, which is mated to a six-speed manual transmission, produces a stout 180 hp and 177 lb-ft of torque, roughly on par with the similar Volkswagen Polo GTI. Ford says that power is enough to rocket the Fiesta ST from 0-62 mph in 7 seconds, and to a top speed of 135 mph. That's a tick slower than the Polo (0-62 mph in 6.9 seconds, top speed of 142 mph), but impressive nonetheless.

As is the case with the Focus, the ST overhaul also ushers in a cosmetic overhaul for the Fiesta. A tall, blistered hood carries down into a new front fascia dominated by a large honeycomb grille. Side sills, a hoop-style rear wing, and an aggressive rear diffuser add to the image, but the car's hunkered-down, muscular stance is attributed to flared wheel arches; a lowered ride height; and five-spoke, 17-inch aluminum wheels. Interior photos have yet to be released, but Ford promises both a "high contrast" color scheme (we wouldn't be surprised to see Molten Orange accents matching the exterior hue) and grippy Recaro bucket seats.

Perhaps the only thing on this car that shouldn't be is the "concept" title: Ford insists the car isn't confirmed for production at this stage, but the number of development mules spotted around the world suggest the ST is more than a mere styling exercise. Even Ford's press materials suggest the show car is a look at what a performance Fiesta will look like when -- not if -- "it joins the Focus ST in the global small car portfolio." As for when, insiders hint a production-spec Fiesta ST could launch a year after the Focus ST, making 2013 seem like a safe bet.

Is there really room in Ford's portfolio for two compact pocket rockets? Time will tell if a new Fiesta ST will complement or compete against the Focus ST, but seeing as the last hot Fiesta was a rousing success across the pond, we think enthusiasts the world over will appreciate having yet another option when it comes to picking a hot hatch.

 

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First Look: 2012 Ford Focus ST

American enthusiasts have been waiting with bated breath for an SVT Focus replacement ever since it left the scene back in 2004. The wait is almost over. Now we finally have the full details on the 2012 Ford Focus ST, which debuted today in production trim at the 2011 Frankfurt motor show.

The 2012 Focus ST is the first global performance vehicle developed as part of Ford's much discussed "One Ford" program. The internal program has pushed all global design, engineering, and product planning together to create one lineup for Ford's products worldwide. Unlike the previous-generation Focus ST which was for European consumption only, the new one will be available in over 40 markets on six continents, although a Focus ST Wagon will be sold in the European market only.

The new ST uses a tuned version of Ford's 2.0-liter turbocharged EcoBoost inline-four cylinder rated at 250 hp and 250 lb-ft of torque. Power is routed through a six-speed manual to the front wheels, which wear 18-inch Y-shaped spoke alloy wheels wrapped in high-performance 235/40R18 Goodyear Eagle F1 Asymmetric 2 tires. The 2.0-liter EcoBoost takes advantage of high-pressure direct injection, a low-inertia turbocharger, and twin-independent variable cam timing to help decrease fuel consumption by a claimed 20 percent compared to the outgoing ST. The turbo-four also gets a redesigned intake and exhaust system for the ST application, as well as a unique ECU calibration.

The ST uses a new variable-ratio steering rack that decreases sensitivity in a straight line and increases sensitivity during cornering, according to Ford's engineers. The new steering rack is paired with an electric power steering system and a torque steer compensation system (TSC). When TSC detects torque steer, it communicates to the power steering system, which counteracts the effect to eliminate torque steer feel for the driver.

The Focus ST also receives a modified electronic stability program (ESP) with three modes. Normal mode is based on the ESP system in the standard Focus, but has been recalibrated to be less intrusive to the driver. Wide-slip mode switches off the traction control, but the system will step in if things get too far out of line. The third and final mode is all off; traction control and ESP are both deactivated, leaving only sub-features like the enhanced dynamic cornering control (EDCC) and TSC enabled.

Ford has also added an enhanced torque vectoring control to the Focus ST. It works by braking the inner wheel of the vehicle through a turn to reduce understeer, similar to a limited-slip differential. It is paired with cornering under steer control (CUSC), which sends torque to the outside wheel based on the amount of understeer present to keep the ESP from kicking in.

The ST will use uprated shock absorbers and lower springs which drop the ST by 10 millimeters -- lowering the car's center of gravity and giving the ST a meaner stance. The rear suspension uses upgraded knuckles with an all-new anti-roll bar.

It won't be hard to tell the ST apart from lesser Focii thanks to its single-piece, honeycomb trapezoidal black grille and rear diffuser with center-mounted exhaust. A new, larger rear spoiler increases high-speed stability while reducing drag. The ST will be offered in unique colors: performance blue, race red, white, and tangerine scream - Ford's new signature orange-gold for the ST line. Inside, the ST receives specially-designed sport pedals, steering wheel, and gearshift. Ford worked with Recaro to design unique front seats for the Focus ST featuring a low seating position. A new rear seat has been designed for the ST using sculpted foam to help hold rear passengers in place during enthusiastic driving.

The ST also gets a number of creature comforts standard including automatic headlights, auto-dimming rear mirror, automatic wipers, and floor mats. Partial-leather Recaros, dual-zone automatic climate control, heated seats, eight-way seat adjustability, and bi-xenon headlights are optional.

The 2012 Focus ST is slated to go on sale worldwide starting next year, and we're betting hot-hatch enthusiasts from coast-to-coast will be queuing up at Ford dealers to get their hands on one.

 

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Ford Evos Concept at the 2011 Frankfurt Motor Show

Ford likens the four-door Evos concept to the Iosis concept introduced at the 2005 Frankfurt Motor Show. You’ll notice the Iosis’ influence on Ford cars you see today, like the new Focus and Fiesta. Near Detroit last week, chief designer J Mays (no relation to this writer) said to expect similar influence from the Evos.
“We got a lot of mileage out of Iosis as the precursor to what became Kinetic Design,” Mays said, referring to Ford’s current design ethos. “What we’re looking for is a design DNA that will take us through the next five years.”

Designed in Germany and built in Italy, the Evos is about as long as a compact car, but the sucker is wide. At 77 inches, it eclipses even the full-size Taurus. The thin lights and glass-bisected roof mirror Ford’s Vertrek crossover from last January’s Detroit auto show. Thin lights appear to be Mays’ latest inclination: “Headlamps have grown to absurd proportions,” he said. “They’ve become part of styling. [But] headlamps are technical.”
The Evos has an arsenal of sports-car cues. A trapezoidal Aston Martin-like grille sits just below the hood. Muscular fenders border spindlier wheels. Up front, horizontal side portals flatten the car’s stance. The Iosis’ vertical slats, cribbed later by the Fiesta, communicated height.
The Iosis and Evos do share gull-wing doors. The Evos goes one step further. When closed, the rear doors run clear out to the rear bumper and trunk lid — areas where an ordinary car has cut lines. It masks the door’s outline, so all you notice are the front ones. Among four-door cars that masquerade as coupes, the Evos fools best — but don’t bet on this making it to any production car.
Nor will much of the interior, we suspect. A thin rail flows from the instruments to the center console, with information screens across that rail and the driver’s door. The passenger side of the cabin looks pretty minimalist. The spindly center console clears up some space; we hope that suggests roomier cabins in future Ford models.
Being a concept car, the Evos carries a barrage of technology: a plug-in hybrid drivetrain from Ford’s C-Max Energi, health-monitoring seats that adapt to your current mood, and adaptive driving dynamics and entertainment through cloud-based driver information.
Mays promised design cues will grace Ford cars in four months, not four years. Will a production car with Evos DNA debut at January’s Detroit auto show? Mays wouldn’t say, but by our (very limited) math skills, his timeline ends sometime around a frigid January day in eastern Michigan. So stay tuned.

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2013 Ford Escape - Future Cars

After a full decade on the market, the Ford Escape is at last getting a ground-up redesign, and spies have caught this development mule out on an R&D mission. Although its innards are hidden beneath the curvy body of the current European Ford Kuga—which itself could have made a fitting second-gen Escape years ago—this vehicle gives away its actual identity with covered air intakes up front and ill-fitting tailpipes out back. However little we can actually see here, it is certain that the second-generation. Escape will be a vastly different creature, both aesthetically and dynamically, from the Clinton-era ute we know now.

Ford previewed the new look at the Detroit auto show with the Vertrek concept, a clear evolution of both the Kuga’s shape, and Ford’s “Kinetic design” styling language. The most fundamental change will be a switch to Ford’s global C platform, which also serves as the foundation for the 2012 Focus, the upcoming C-Max, and the current Kuga, thereby allowing the Kuga and Escape to be merged into one global product.

Escape From Six-Cylinders?
We expect that Ford will offer a choice of powertrains in the next Escape, but we don’t expect any available engine to have more than four cylinders or be paired with a transmission containing fewer than six ratios. Ford’s ubiquitous 2.5-liter four-cylinder engine, which produces 168 hp and 167 lb-ft of torque in the C-Max, is likely to be the base powerplant. The same EcoBoost 1.6-liter inline-four that powered the Vertrek could lend its 180 hp and 173 lb-ft to the production vehicle, and the mighty 2.0-liter EcoBoost four-banger is a possibility for the top-shelf Escape. With about 237 hp and 250 lb-ft, it could make for an interesting Escape Sport. And, of course, the return of the Escape hybrid is a no-brainer. Expect to see upgrades to the system used in today’s hybrid, if not a completely new system or a plug-in version like that found in the C-Max Energi also shown in Detroit.
Most everything else about the Escape remains a mystery, other than a virtual guarantee of far more luxurious environs than are offered in today’s version, and that the MyFord Touch interface will be available. As the best-selling compact SUV for much of its time on the market, the Escape is hugely significant for Ford and for crossover customers. Watch for more details on the production car as they inevitably—forgive us—escape.

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2012 Ford Mustang: First Look

On one hand, the 2012 Ford Mustang is a capable, even sophisticated coupe or convertible with a big range of talents, including 31-mpg highway fuel economy. On the other hand, it's a tire-smoking pony car rechristened last year with new powertrains and given a jolt of throwback goodness for this model year with the return of the Boss.

Mostly on the strength of the GT, the new Boss and the returning Shelby GT500, we're giving the Mustang a solid 8 out of 10 for its performance strengths, and even for its upscale luxury and tech features.

Last year, Ford brought back the "5.0" Mustang, with that displacement netting it 412 horsepower in the Mustang GT. Base models gained a new corporate 3.7-liter V-6 with 305 horsepower. The GT is our clear winner: it's a torque-happy engine with good throttle response and a sharp attitude, something the old modular V-8 strained to deliver even while it turned out decently competitive numbers.

The 2011 updates also brought a set of upgraded brakes, some tighter suspension tuning and a switchover to electric power steering, which Ford's rendering about as well as any manufacturer. It's part of the Mustang's evolving personality--quicker on its heels, defter to the touch.

The convertible option makes the Mustang an especially appealing muscle car. It opens its fabric top quickly and tucks it out of sight, while it also leaves the 'Stang vulnerable to a little more body flex than you'll find on smaller two-seat convertibles. And Ford's learned the lessons of Scion, opening up the order sheet to custom-fitted Mustangs with all sorts of wheel-and-tire packages, decals, scoops and interior treatments. There's even SYNC Bluetooth control for infotainment and navigation, and Sony stereo systems.

Those essentials aside, today's Mustang counts two instant classics in its lineup, in the Shelby GT500 and Boss editions. Last year the Shelby returned with its usual carousel of law-sidestepping add-ons,for a total of 550 horsepower, a 15/23 mpg EPA rating that bypasses gas-guzzler taxes, and the same electric street performance you sketch out mentally in sync with the Shelby name.

The Boss is a different story, with almost the same 0-60 mph results. With the new engine and no forced induction, Ford lifts the new 5.0-liter V-8 to a euphoric 444 horsepower, channeling it through a beefy manual shifter back to the rear wheels and a track-bred suspension. The Shelby's the outrageous flagship, but the Boss is the privateer's dream--down to the TracKey that upconverts its throttle for faster responses, and to the Laguna Seca edition that drops out the rear seats and shaves pounds where it can for ultimate normally-aspirated performance.

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2012 Ford Focus - First Look

One of Alan Mulally’s objectives since becoming CEO at Ford in 2006 has been to develop products on a worldwide basis. This sounds familiar, if only because another Ford CEO, Alex Trotman, did the same thing back in the 1990s. This approach resulted in products such as the Contour (not a rip-roaring success) and the original Focus (which was).
In between the Focus going on sale in the U.S. as a 2000 model and Mulally  taking over, product development in Europe and North America took off in different directions. Hence, Europe was rewarded with a heavily reworked second-generation Focus in 2004. The next year, North America got a warmed-over version of the first-gen Focus sedan and hatchback.
Starting in early 2011, the Focus in both North America and Europe will be the same vehicle. This is to be applauded because there was a big gap between the European Focus and the machine sold here. The European car improved on the basic goodness of the original, with better interior quality and driving dynamics. The U.S. car essentially stayed put: The original Focus was good enough to be a C/D 10Best winner, but the competition moved on, leaving the current version dead last in a recent small-car comparo.
The 2012 Focus certainly looks terrific, especially in five-door form. The engineers and designers felt able to make the Focus sportier (by lowering its seating position and overall height) due to the upcoming C-Max—a tall-roof, five- or seven-seat derivative off this platform—that fulfills the family-car mission. Compared with the current U.S. Focus, the new car is 0.5 inch lower (at 58.1 inches tall) and 3.0 inches long­er (178.0 inches overall), and it has a 1.3-inch-longer wheelbase (104.2 inches). The 2012 model’s dimensions are close to the current Euro car’s, save for a wider track and lower stance.

A new body in white employs high-strength steel for 55 percent of the structure, the highest of any U.S. Ford. Torsional rigidity is up by 25 percent over that of the current Focus. Under the skin, the layout of the strut front and multilink rear suspension stands pat, but many pieces are revised. According to Gunnar Herrmann, the vehicle line director for global C-segment: “The carry-over on the platform is effectively only seven percent. We have changed almost everything.”
At launch, the Focus will get a new 2.0-liter, direct-injection four-cylinder that has variable intake- and exhaust-valve timing. Ford says the engine will put out 155 horsepower and 145 pound-feet of torque. Later on, expect a sportier engine. Jim Hughes, the chief nameplate engineer for the Focus in North America, adds, “We’ll eventually get an EcoBoost [turbocharged DI] engine in the Focus.” We’re thinking a 1.6-liter making more than 200 horsepower in a sporty ST model.
The Focus will go on sale with two available transmissions: a base six-speed manual and a very fancy six-speed dual-clutch gearbox co-developed with Getrag. Derrick Kuzak, the global product-development chief, says: “There will be no conventional automatic on this car.” Electric power steering is a new feature, along with “torque vectoring,” which, similar to the systems of many other automakers, uses the anti-lock brakes to approximate a limited-slip differential.
The interior looks like a winner, but there’s a caveat: The styling mockup we examined had hard surfaces, even if Ford assures us everything will be soft-touch in the production version. The mockup had cool piano-black and aluminum finishes and a stitched dashboard. This upscale trim is called “Titanium” in Europe, and it’s hard to imagine that the base U.S. model, which should still retail around the current car’s $16,690 price, will look as stylish.
With options such as a rearview camera, a blind-spot warning system, keyless ignition, a nav system with an eight-inch screen, and an upgraded version of the Sync infotainment system (dubbed MyFord), we can see a Focus stickering well into the $20,000s. Hughes clarifies: “Although we’re trying to maintain the base price, we think there will be pull from people coming down from C/D-segment cars [think Honda Accord, Ford Fusion] to C-class cars—people are downsizing vehicles but not their expectations.”
That’s a prevailing view at Ford these days. But it’s also one fraught with difficulty. People will pay $18,000 or more for a Mazda 3 or a VW Golf or a Honda Civic, but that’s because those cars carry so much brand equity. The average transaction price of a Toyota Corolla is less, and a Focus’s is way lower. No matter how good the car is—and Mark Fields, president of Ford of the Americas, says, “We won’t dumb this one down for the U.S.”—will American consumers pay more money for this latest Focus? If a domestic small car has a chance at challenging the Mazda 3 and the Golf, it’s this one.

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2012 Ford Fiesta

There is now a very easy way of knowing whether or not Ford plans on bringing the next Fiesta ST hot hatchback to the U.S. market. The key is the extra pair of doors, specifically the rear doors of Fiesta ST 5-door test mules recently spotted at the Nürburgring racetrack in Germany.
Ford has finally brought the Fiesta to the States, but only in sedan and 5-door hatchback body styles – the 3-door is only available in Europe. We’re fans of this frugal little Ford, though we definitely wouldn’t mind getting our hands on the hotter models that Europe has enjoyed. But until now we’ve only seen the next Fiesta ST testing as a 3-door hatchback in European-spec.

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Ford Fusion

At its debut, the Ford Fusion was nothing less than a landmark car for the company. With the Fusion, Ford once again had a strong midsize sedan contender, something it hadn't seen since the first Taurus of the mid-1980s. Savvy consumers have taken notice of the Fusion's spacious cabin, responsive driving dynamics, solid build quality and attractive styling.
In addition to its family-friendly features, the Fusion provides a sporty, involving drive -- a rare quality in this segment and one that most folks can appreciate. Although we've been understandably most impressed by the most recent generation, any Fusion should be an attractive choice for anybody wanting a comfortable, well-equipped family hauler.

Current Ford Fusion
The current Ford Fusion remains one of the top picks in the midsize sedan segment. There are four trim levels -- S, SE, Sport and SEL -- while engine offerings consist of the base 2.5-liter four (175 horsepower), optional 3.0-liter V6 (240 hp) and, standard on the Sport, 3.5-liter V6 (263 hp). A six-speed manual transmission can be had on the 2.5, while optional for that engine and standard on the others is a six-speed automatic. Front-wheel drive is standard across the board with the exception of the SEL V6, which has all-wheel drive. The latter is optional on the Sport.
Standard feature highlights for the S include 16-inch alloy wheels, the MyKey system (limits top speed and audio volume), full power accessories, air-conditioning, and a stereo with a CD player and an auxiliary audio jack. The SE adds 17-inch alloys, foglamps, automatic headlights, an eight-way power driver seat and an upgraded audio system with satellite radio.
The Sport includes a sport-tuned suspension and steering setup, 18-inch wheels, exclusive styling cues, power front seats, leather upholstery and the Sync multimedia voice control interface. The Fusion SEL also features leather seating as well as heated seats, puddle lights, a numerical keyless entry pad and dual-zone automatic climate control. Options (depending on trim) include remote starting, a sunroof, a rearview camera, reverse park assist, a blind spot detection system and a navigation system.
In reviews, we've remained impressed with the Fusion's combination of responsive performance and well-balanced handling and ride dynamics. Inside there's plenty of room, quality materials and handy features. The Sync system is a great feature, allowing easy hands-free operation of cell phones and portable MP3 players. While not the largest car in its class, the Fusion's generous interior dimensions prove that a family sedan need not be as large as the Accord or Mazda 6.
Used Ford Fusion Models
The second generation of the Ford Fusion arrived for 2010, sporting refreshed front and rear styling as well as more powerful engines. Apart from a few feature updates, such as blind-spot mirrors, a manual-shift feature for the six-speed automatic and one-touch up/down front windows, there have been no notable changes since.
The first-generation Ford Fusion was produced for the 2006-'09 model years. Initially offered only with front-wheel drive, the Fusion was offered in S, SE and SEL trim levels. The standard engine was a 160-hp 2.3-liter four-cylinder. When paired with the standard five-speed manual, this engine was peppy enough, but with the more popular optional five-speed automatic, the Fusion struggled to get out of its own way. The SE and SEL could be optioned with a 221-hp 3.0-liter V6 paired to a six-speed automatic, which improved the Fusion's thrust considerably.
However, both these engines were underpowered for the class -- especially the V6 -- and neither was particularly fuel-efficient. Inside, the Fusion had a more cohesive look than older Ford sedans, thanks to its crisp lines and coordinated textures. Build quality was solid and the seats were well-shaped and supportive, even for taller folk. Unfortunately, the quality of some plastics was still a couple steps behind the import-brand competition.
The following year brought changes that included standard front seat airbags, side curtain airbags and an auxiliary audio jack. Options like navigation, satellite radio and all-wheel drive were added to the options sheet, along with more standard equipment on the SE and SEL models. As such, we'd stick with this model year or later. For 2008, Ford's Sync system became available, although it was sullied somewhat by the Fusion's outdated standard stereo head unit. Antilock brakes became standard that year and more optional equipment was added, including the Sport Appearance package that included 18-inch wheels, a sport-tuned suspension and special trim. For 2009, stability control became optional on all Fusions (we recommend finding one so equipped) and traction control became standard on V6 versions. An oddball Blue Suede package featuring black and blue faux-suede seats was produced for that year.

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