Even among people movers, the Ford Flex is particularly versatile. It’s part station wagon, part crossover, and as spacious inside as a semi-trailer. Despite finishing fourth in a six-crossover comparison test, the Flex is a unique, well-made, and beautifully packaged vehicle, albeit rather slow and unremarkable to drive with the base 262-hp, 3.5-liter V-6. But for 2010, the new twin-turbocharged, direct-injection, 355-horse EcoBoost six-cylinder is an option, and it’s being marketed as offering “V-8 performance with V-6 fuel economy.” How does adding a serious shot of horsepower affect the Flex’s appeal? And is there any truth to Ford’s EcoBoost hype?
Getting the Kids to School in a Hurry
Well, we can say that for a 4800-pound family vehicle in which you can get a second-row refrigerator—how’s that for a niche?—the twin-turbo Flex is seriously quick. With the 3.5-liter EcoBoost V-6 sending 355 hp and 350 lb-ft of torque through the standard six-speed automatic and all-wheel-drive system, our SEL tester hustled to 60 mph in six seconds flat, covered the quarter-mile in 14.6 at 96 mph, and reached a governed top speed of 123 mph. That’s nearly two seconds quicker to 60 mph and through the quarter than the last Flex we tested with all-wheel drive and the base V-6. Turbo lag is virtually nil, shifts are smooth albeit a little slow, and the exhaust note sounds about the same as that of the naturally aspirated version, so you get a big bump in speed without the boy-racer behavior you might expect from forced induction. The EcoBoost engine still swills regular unleaded, too.
Turbo models also sport a retuned suspension with stiffer springs, revised dampers, and a slightly lower ride height (by 0.4 inch), although all that didn’t really add up to a notable improvement in skidpad grip, which was 0.81 g versus 0.80 g without the revisions. But the changes, combined with optional 20-inch wheels wearing 255-series Goodyear Eagle RS-As, do help the big Flex feel more sure-footed and planted than before. The transmission’s manual mode and steering-wheel-mounted paddle shifters make the drive somewhat more involving when the road gets curvy. However, the Flex still doesn’t feel as dynamic in the twisties as did our long-term Mazda CX-9, which remains one of our favorite large, three-row crossovers.
Of our complaints, the standard 12.8-inch front and 13.0-inch rear disc brakes (same as the non-turbo model’s) are the most notable. As with most Ford brakes of late, they fade quickly and don’t feel up to repeatedly arresting the Flex’s mass from high speeds, producing a mediocre 70-to-0-mph measurement of 190 feet; an upgraded system at least for the speedy EcoBoost models would be very welcome. Other issues range from a stability-control system that can’t be completely turned off to the vague and overboosted feel of the electric power-steering system. Something also could be done about the chintzy plastic paddle shifters, which look and feel like afterthoughts and are of the frustrating pull-to-upshift, push-to-downshift type. Seriously, Ford—you ask $3000 for a honkin’ twin-turbo engine and don’t even toss in a decent pair of aluminum shift paddles?
Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 6- or 7-passenger, 5-door wagon
PRICE AS TESTED: $39,995 (base price: $36,970)
ENGINE TYPE: twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection
Displacement: 213 cu in, 3496cc
Power (SAE net): 355 bhp @ 5700 rpm
Torque (SAE net): 350 lb-ft @ 1500 rpm
TRANSMISSION: 6-speed automatic with manumatic shifting
DIMENSIONS:
Wheelbase: 117.9 in Length: 201.8 in
Width: 75.9 in Height: 68.0 in
Curb weight: 4825 lb
C/D TEST RESULTS:
Zero to 60 mph: 6.0 sec
Zero to 100 mph: 15.9 sec
Zero to 120 mph: 27.3 sec
Street start, 5–60 mph: 6.3 sec
Standing ¼-mile: 14.6 sec @ 96 mph
Top speed (governor limited): 123 mph
Braking, 70–0 mph: 190 ft
Roadholding, 300-ft-dia skidpad*: 0.81 g
FUEL ECONOMY:
EPA city/highway driving: 16/22 mpg
C/D observed: 15 mpg
*Stability-control-inhibited.
Not Much Else Changes
Inside, the manumatic detent in the shift gate and those paddles are the only cues that differentiate EcoBoost models, which mean the search for more power hasn’t harmed the Flex’s expansive three-row cabin and impressive fit and finish. The wide, pillowy front seats rival La-Z-Boys for backside soothing, and driver comfort is further improved for 2010 by the addition of a telescoping function to the tilting steering column. Although our tester lacked the optional second-row captain’s chairs ($650) and console-mounted fridge ($795, Limited models only), there was enough room in the middle row with the three-across bench to erect a jungle gym. Third-row access and comfort are among the best in the segment, but low seatbacks make the space best suited for children or shorter adults. More than 80 cubic feet of cargo space and a flat load floor are available with both rows collapsed, but have patience with the power liftgate, which takes too long to open or close and fights you when you want to open it manually.
Exterior revisions are limited to a small EcoBoost badge on the hatch and exhaust finishers located on each side of the rear fascia. Otherwise, the Mini-Cooper-that-swallowed-a-school-bus styling remains intact, and it’s still refreshingly original in the sea of frumpy minivans and soulless crossovers.
Everything Is Relative, including Bargains
At $39,995, our mid-level SEL model (the EcoBoost engine is only offered on SEL and Limited trims) was relatively simple, the only option being a $3895 package bundling the 20-inch wheels with a 12-speaker Sony audio system and a convenience group of adjustable pedals, the power liftgate, leather seats, and heated mirrors. Although our Flex was in no way a stripper, opting for cool features like the panoramic sunroof ($1495) and the rear-seat DVD entertainment system ($1995) could quickly push the sticker into the mid-$40,000 range. Stepping up to the Limited model with EcoBoost ($42,840)—it includes unique exterior trim, navigation, the upgraded Sony stereo, and the SEL’s optional convenience features—and loading it up with options could see the price crest $50,000. We’re going to go ahead and call that a teensy bit insane.
So, yes, $50,000 is a lot of money for a soft-roading crossover that can only tow 4500 pounds and averaged a measly 15 mpg in our hands—so much for that V-6 fuel economy—but it’s still about the same as a base twin-turbo Lincoln MKT, which shares the Flex’s mechanicals but doesn’t perform as well, doesn’t look as good, and has less third-row headroom. However, there’s yet another way to look at it.
SHO the Whole Family a Good Time
Ford hasn’t produced—and likely never will—a two-box wagon version of the Taurus SHO, regardless of how awesome the one we built in 1993 was. But with the 2010 SHO bloating to 4300 pounds and casting a shadow closer to that of an SUV, it’s not really the zesty four-door we remember from the ’80s and ’90s. Enter this Ford Flex SEL EcoBoost, which for a couple grand more than a base SHO is less than a second slower to 60 mph and through the quarter-mile, handles almost as well, and has 44-percent-more interior volume. Heresy, some would say, but if you have a sizable brood and want a unique, practical, all-weather crossover that can haul ass as well as it can carry stuff, the turbo Flex is at least worth considering. Just be careful with the options.
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