One of the biggest complaints against automakers is that they go the safe route by doing too many “me too” lookalike vehicles. Pull the nameplates off any number of compact and midsize sedans or crossovers like the Lexus RX350 and Hyundai Veracruz, and you would be hard pressed to name the manufacturer.
Ford has taken the bold step to buck the lookalike trend with their latest crossover the Flex. But did they go too far? During the 2005 North American International Auto Show in Detroit, the Flex was rolled out in concept form as the Ford Fairlane. At that time, I thought it was just a funky turntable piece put together to preview a few features and serve as auto show eye candy. Today, the 2009 Flex is here on dealer’s lots, and I tested an SEL version.
When you encounter a Flex for the first time, you’ll quickly decide to embrace or reject the styling, as there just isn’t any middle ground. Ford’s newest crossover looks like a Scion xB and a Range Rover with a little Mini Cooper thrown in.
The long, flat white roof (silver is also available) with four-panel Vista Roof helps to downplay the squat stance and stubby side windows. Four side exterior grooves eat into the flat doors. Good luck trying to fix body damage -- you’ll have to replace a complete door skin. The nose is flat and blunt with rounded corners and, of course, has the “Venetian blind” chrome grille. The large 19-inch tires fill the wheel wells adequately (20-inch tires are available), and the aluminum wheels are attractive.
A surprise discovery made by the Flex design team was that vehicle’s square-shaped design cues -- such as the front bumper sweep and headlamps -- improved its aero performance. The Flex’s box design actually helps fuel economy. At 55 mph, the Flex needs only 8.90 horsepower while the GMC Acadia and Toyota Highlander competitors in the midsize crossover segment – need more than 9.30 horsepower. According to Ford, the Flex's coefficient of drag is better than its competitors. Flex tests at 0.355 coefficient of drag while the competitors are at 0.375.
As I mentioned earlier the Flex’s styling draws strong opinions -- most of them unfavorable. As for my take, I like it, but I would want to do some additional customization with body height and paint. Plus, I would probably remove the fussy door grooves. I credit Ford for having the guts to try it. If I had to choose between a Flex and a minivan, the Flex would edge out a minivan hands down as I like both the look and the driving experience better.
While not a styling element the EasyFuel capless fuel filler is a thoughtful feature that saves time by eliminating the need to unscrew the fuel-filler cap, and it also eliminates any chance of driving off with the cap clanking the side of the vehicle. Ford says that the EasyFuel filler also provides a better seal during fueling, and reduces the release of smog-forming vapors.
Power liftgates have been around for a few years but Flex’s remote function unit is standard and a very handy feature -- especially in crowed home improvement parking lots.
Going inside, the Flex’s interior was designed for long-distance cruising and has more space than you would expect. Seating is a three-row affair with room for up to seven. Front seating is recliner-chic as the captain’s chairs literally swallow you up in cushy padded leather. Make sure you stock up on caffeine, however, as you could find yourself dozing off or reaching for the remote. The rear seats are a throwback to 1975, and you tend to slide side to side with only the seatbelt to hold you in place. Reaching the rear seats is a no-hassle affair with fold and tumble style second-row seats. It’s a little cramped back there, but I’ve had to wedge myself into worse accommodations.
The Flex’s size also works to your advantage when you need to haul items and not people. The Flex is blessed with 82.3 cubic-feet of storage space behind the first row with the second and third row folded down.
I was impressed by the quality of the materials and the fit of components on the test vehicle. The interior was one of the best I’ve experienced in any Ford product in a long time, and yes I’m including Lincolns in that statement.
The latest trend in vehicles appears to be what I’m calling the interior “hand stack.” Manufacturers seem to be acutely driven to throw down a bigger, better version of something. The planning session must sound something like this “we’ll see their chilled glove box with a cold storage center console and raise them with lighted, color changing (?) cup holders and ambient lighting.” GM has OnStar and Ford counters with SYNC, a voice-activated, hands-free, in-vehicle communications and entertainment system that offers 911 Assist and Vehicle Health Reports.
The Flex is powered by Ford’s workhorse 3.5-liter V-6 engine delivering 262 horsepower at 6,250 rpm and 248 pound-feet of torque at 4,500 rpm. This engine is backed by a slick six-speed automatic transmission. The Flex tips the scales at a porky 4,500 pounds, so don’t expect spirited acceleration. It’s just not there.
The Flex is engineered to meet the current fuel crisis by reducing fuel consumption during normal slowdowns. Ford installed new fuel control technology that briefly interrupts fuel consumption while maintaining optimal engine operation. The Flex previews this system, and it will be featured on future Ford Motor Co. vehicles.
The system works by using aggressive deceleration fuel shut-off for an efficiency improvement of approximately 1 percent. The fuel shut-off’s operation is automatic and did not require any unusual actions on my part nor did I notice any power interruption or hesitation. Ford’s Powertrain calibration team developed proprietary software to integrate the technology with the powertrain to prevent engine hesitation normally present when fuel interruption occurs. Just release the gas pedal to slow down, and the system goes to work by temporarily shutting off the fuel. When the vehicle reaches a low speed or when you accelerate, the flow of fuel smoothly returns.
What’s the benefit? Well, the system -- along with the boxy shape -- helps the Flex achieve 17 mpg in the city and 24 mpg on the highway, which is great for the midsize crossover, segment but unspectacular overall, proving once again that you can’t have size without a penalty. On the plus side, the Flex does have the ability to tow up to 4,500 pounds.
On the road the Flex was really quiet. As I mentioned earlier acceleration is not this vehicle’s strong suit. Additionally, I was not impressed with the steer and body roll exhibited during cornering. The Flex does have a new independent rear suspension system (IRS) with unique geometry that Ford indicates allows for better tuning to meet a wide range of driving styles. I think it could use a bit more fine-tuning.
To provide additional grip, Ford offers an all-wheel-drive system. Flex operates as a front-driver until the optional AWD system sensors detect a potential for or actual loss of traction, then the system can deliver torque to all four wheels. An active, on-demand electronic center coupler can assign a precise amount of torque from front to rear -- up to 100 percent to either axle. Paired with standard Advance Trac with RSC (Roll Stability Control), intelligent AWD can transfer torque front to rear and side-to-side.
The test vehicle started out at a reasonable $36,555, but quickly zoomed to an as-tested price of $43,175, including the $700 destination charge. My test vehicle added Class III Trailer Tow package for $570, unappealing rubber floor mats for $35 and second row 40/60 AutoFold seats for $870. The Vista Roof checked in with an eye opening $1,495 price, a second rear console was added for $100, and to refrigerate it cost $760, the rear back up camera came in at $2,375, and the white paint on the roof cost $395.
So is the Flex the solution to the SUV hangover? Not quite, but it helps with the withdrawals.
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