We at Speed:Sport:Life are fans of the pickup truck. This is a good thing, because we seem to find ourselves behind the wheels of them quite often. Our keys of the week belong to the Tundra CrewMax Platinum edition.
Tag - Ford
Ford released the official output numbers for the new 2020 Mustang Shelby GT500 and its 5.2-liter supercharged V8 today...Read More
There was only one answer when Ford called and asked if I’d like to have the 2017 Ford F-150 Raptor for a week to put it...Read More
Chevy’s new heavy-duty line of Silverado pickups are big beasts of burden. Short of a U-Haul, there’s not a whole lot out there that’s bigger and can still be legally piloted without cdl training. Even compared to the Silverado 1500 Crew Cab, a truck already near and dear to my heart but not exactly “compact” in its own right, the 2500 4×4 pictured here commands attention with another 2,000 pounds of girth, 4.5” of height and 9.5” of length.
The Escape is a compact crossover class stalwart, fighting tooth and nail with the Honda CR-V and Toyota RAV4 for the sales crown, month in and month out. As a symbol of the new global Ford it carries itself well, although the last Escape was decidedly archaic when compared to the current model introduced in 2012 and even it sold well. The Tiguan I drove a few weeks back is an also-ran in its sales segment despite being a great car, selling just a tenth of what the big names do. Is the Escape ten times better, or is it simply name recognition at play? We borrowed one for a week to find out.
Readers of this site with particularly strong memories will recall that I have a bit of a history with the latest generation of Mustang GT. I drove a few of the 5.0-liter cars when they came out back in 2011, and I liked them so much that I shelled out my own money for one – a Yellow Blaze GT Premium coupe with a 6-speed manual and the Brembo package; no other options. The test car on this page was more or less equipped similarly to mine, save for two crucial factors – its convertible top and a 6-speed automatic. Having never sampled a newer GT configured with either of those options, I was eager to grab the keys to one for a week.
Many will point to Alan Mulally and the “mortgage years” as the period during which Ford initiated its product renaissance. In my opinion, it started years before that—1998, to be exact—with the debut of the Mk1 Focus. The replacement for the decent-but-not-great Escort, the Focus charmed the automotive press, offering sophistication and refinement that had previously been exclusive to more expensive compact offerings. Volkswagen, at the time still building Jettas and Golfs on a chassis featuring a twist-beam rear suspension, took notice too, and decided to hire away some Ford suspension engineers to help them develop the rear multi-link setup found on Mk5 and newer compact Vee-Dubs.
In the U.S., those who normally disparaged anything domestic went to great lengths to downplay the excellent compact’s European heritage. “Just another F.O.R.D.,” they’d say. “Yeah, it has a neat suspension. So does the Neon.”
As is the usual case when one of the major auto shows rolls around on the calendar, the news for the week was completely dominated by the releases, unveilings and debuts at the Geneva Auto Show. Geneva, in particular, carries a certain cache about it, as not only does it engender lazy references to 1970’s rock music, but the city’s reputation for European luxury and prestige – not to mention Switzerland’s lack of presence in the automotive game – means that it is the auto show of choice for all the ultra-high-end hardware from the likes of Ferrari and Lamborghini, makers of less-famous but no less bespoke or impressive high-end European exotica like Koenigsegg and Spyker, and those that just wish to rub some of the magic sparkle that Geneva has on themselves. This show is so popular that geneva hotels are booked months in advance, full of guests excited to get into the iconic car show.