Ford now has had over a year to campaign its Flex crossover as its family-friendly SUV/crossover alternative. Critics – like us, of course – have generally praised the boxy wagon for its utility, comfort, space and, uh, flexibility. But where the Flex has been nicked was on its power-to-weight ratio: Tipping the scales, this big beast always needed a boost in power.
Ford Flex , say hello to EcoBoost.
What is it?
Think of it this way: If the Mini Cooper S is the micro-sized city commuter car, then logic would have it that the Flex is its maxi-sized, steroid-assisted, freak of nature big brother. Both can be had with contrasting color roofs.
Perhaps this is a case of “Twin sons of different mothers.”
EcoBoost is Ford marketing speak for direct injection and twin turbos. Theoretically, they give this mid-size 3.5-liter V6 the power of a comparable eight-cylinder with the fuel economy of a V6. In this case, the EcoBoosted Flex sees an increase from 262 to 355 horsepower and 248 to 350 lb-ft. of torque compared to the base Flex. Fuel economy is actually down – to a mediocre 16 mpg in the city and 22 mpg on the highway, but what the numbers hide is the strength and flatness of that torque curve. As we learned last year during a preview drive in Boulder, Colorado, the EcoBoosted Flex produces linear, solid acceleration even at high altitudes.
This time, we sampled the least expensive EcoBoosted Flex, the normally mid-level SEL trim, for an entire week of day-to-day use.
What’s it up against?
Toss it up against virtually every SUV or crossover on the market. It competes with and even exceeds the capability of many of the more popular vehicles out today including the Chevrolet Traverse and GMC Acadia and such imports as the Honda Pilot and Toyota Highlander. Ford also hopes that the Flex EcoBoost will pick up sales from bigger haulers like the Chevrolet Tahoe – providing those owners don’t regularly tow heavy trailers exceeding the Flex’s 4,500 lbs. capacity.
Any breakthroughs?
Start off with Ford’s new brand of turbocharged powerplants we mentioned before Couple that twin turbo V6 with the available Park Assist, which automatically parallel parks a Flex into a parking spot that looked like it was fit for the aforementioned Mini Cooper. The system works significantly better than that in Lexus ’ LS flagship, although we still question the real world practicality of it. There is no substitution for learned driving skills!
The hits continue with Ford’s revised Sync system, which continues to satisfy as one of the best in the business. Quickly pairing phones with its Bluetooth controls, it enables voice controls for hands-free telephony and MP3 players as well as Howard Stern on the Sirius Satellite Radio.
How does it look?
Wide and low for starters. And it is tough to shake it, but it still looks like what we used to call a station wagon. Or a sexier, chopped-top version of an armored car. Let’s go with the armored car thing for a moment. The Flex starts looking as though it’s the new hipper version of the big grey Brinks truck that pulls up in front of the local supermarket. Featuring Ford’s tri-bar chrome grille, it sets off the below-bumper ground effects fascia, which adds an aggressive look as well as the added function of providing cold air access to the twin turbochargers.
Side strakes break up the monotony of the slab panels that make up the pair of side doors. Adding interest, they are mimicked along the brushed aluminum tailgate panel at rear. We are certain that some dealer will apply fake woody panels to offer a Clark Griswold Family Truckster version, although we’ve still yet to see one. Get busy, Ford dealers!
And on the inside?
The Flex’s interior is one of Ford’s better efforts, offering virtually every material available to their interior designers. From wood trim paneling to brushed aluminum, leather, and rubber, the designers have combined elements to provide a comfortable cabin that holds up to seven passengers on long, cross-country jaunts.
We generally can’t fault Ford’s choice of materials – the upper door panels could look and feel a little richer, but this effort really blows away the Blue Oval’s other recent offerings. Use this one as an internal benchmark, Dearborn.
Paddle shifters, or Chiclets, as we call them, offer the ability to plow through the gears by merely thrashing a button. They work absolutely as intended, but we are still looking for a better means of interface between man and machine.
The glass-surrounded cabin offers excellent outside visibility all the way around. Seating adjustments allow the driver to sit low with enough room for a ten-gallon Stetson, ala Hoss Cartwright on Bonanza, or high enough to see over the front of the hood. With adjustable pedals, and a ten-way adjustable driver’s seat, everyone fits. The second row of seats offer fold-flat seating; the third row goes 50/50.
The middle row offers business class-style seating, while the third row will actually transport adults in reasonable comfort from one end of town to the other, providing you don’t live in, say, Los Angeles.
The Sony/Ford Sync audio system continues to impress us with its reception, and ease of use and handling. Pairing of Bluetooth enabled telephones is mere child’s play, while the navigation system shares the screen with the Flex’s backup assist camera.
But does it go?
You betcha! With a curb weight of 4,839 pounds, which included all-wheel-drive on our tester, the standard Duratec V6 engine feels merely adequate at best. That’s why the 3.5-liter twin-turbocharged EcoBoost direct injection engine is just what the doctor ordered. At 355 horsepower and 350 lb-ft. of torque (using optional premium fuel), it supplies an additional 93 ponies over the standard mill. So-equipped, the Flex performs quite the transformation from Dr. Jekyll to Mr./Ms. Hyde.
Mileage for such a behemoth comes in at 16 mpg in the city and 22 mpg on the open road. By today’s green standards, that’s not a terribly large sum. But when you consider the cargo and passenger capacity, the Flex’s size helps it go a long way towards reducing its own carbon footprint. The name is a little misleading for those who think they’ll find Jetta TDI fuel economy in a people hauler, but it’s certainly good marketing on Ford’s part.
The EcoBoost is mated to a six-speed automatic transmission with those steering wheel mounted paddle shifters. Stroke them through the gears and you’ll hear the rev-matching going on while downshifting through a turn. The little gear-changing Chiclets react on either side by pulling to upshift, and pushing to downshift. Some of us would prefer the right lever for upshifts and left lever for the downshift, but not all.
Gas-charged MacPherson struts with rear facing L-arms, an isolated subframe and stabilizer bar keep the 20-inch bright painted alloy wheels planted in front while an isolated subframe setup with an independent multi-link and stabilizer do the same at the rear. The wide, low profile tires and lowered suspension, not to mention the appearance of the chop top roofline give it a bulldog-like stance. This stance was not lost on us as we rowed the gearbox through quick right and left-handers and felt the electric power-assisted steering guiding us through the turn with good road feel to boot.
All of this in a people hauler!
Why you would buy it
You want a Taurus SHO wagon with Ford’s best interior.
Why you wouldn’t
It’s basically a family hauler – and you always think of that dreaded M-word!
Leftlane’s bottom line:
Ford eagerly answers the critics who claimed the Flex was underpowered, with an engine that seems just as home in the Taurus SHO as it does here. Oh, and it can park itself, too, if you’re lazy.
The Flex makes a tremendous amount of sense for many buyers – and it’s an absolute blast to drive for a crossover-ish thing. We just wish the fuel economy matched the marketing.
2010 Ford Flex SEL EcoBoost AWD base price, $36,890. As tested, $41,110.
Two tone roof, $395; Rapid Spec Package, $3,050; Destination, $775.
Words and photos by Mark Elias.
