The 2013 Ford Shelby GT500 convertible. Image: Ford Motor Company

If you like a little extra velocity with your sun-in-the-face, wind-in-your hair convertible experience, here’s some good news: Ford is showing its Mustang Shelby GT500 ragtop at this week’s Chicago Auto Show. Like its hardtop sibling, the drop-top Shelby comes packing a blown 5.8-liter V-8, good for some 650 horsepower. To translate that into real-world performance, the new Shelby convertible can lap the legendary Sebring circuit nearly three-and-a-half seconds quicker than the model it replaces.

Like the coupe, the convertible is meant to pull double duty as a daily driver and weekend track car (although hot-lapping with most organizations will require a braced roll bar). Add the optional Performance Package, and you’ll get electronically adjustable Bilstein dampers that can be set to “Normal” for the daily grind, or to “Sport” for maximum performance at the cost of some ride comfort. Opt for the Track Package, and you’ll also get engine oil, rear differential and transmission coolers.

The 2013 Ford Shelby GT500 convertible. Image: Ford Motor Company

Ensuring that the new Shelby stops as well as it goes, Ford has upgraded the Brembo braking system on new Shelby models as well. Front calipers are now six-piston units, and both front and rear rotor diameter is increased. Ensuring that drivers get eye-popping deceleration, Ford has opted to use high-friction brake pads on Shelby models, too.

The only drawback we can see is that Ford is limiting the top speed of the Shelby convertible to 155 miles per hour, probably because the top can’t withstand higher speeds. That’s still plenty fast, but it’s not as fast as the claimed 200 mph top speed of the new Shelby GT500 coupe.

Given the recent string of cataclysmic events across the globe, Chevy’s Super Bowl ad for the Silverado pickup was, at best, insensitive. Events like the earthquake and tsunami in Japan, Hurricane Katrina in the U.S. and last spring’s outbreak of tornadoes in Alabama make end-of-the-world videos not quite as funny as they used to be. Add in the ongoing situation in the Middle East, and the video hits a bit close to home for anyone following world events.

Taste aside, Ford has some big issues with Chevy’s ad. The automaker is disputing the claim that Chevy builds the most dependable, longest lasting trucks on the market. As Automotive News (subscription required) tells us, Ford’s lawyers sent a cease-and-desist letter to GM, requesting that the ad be pulled. When GM refused, Ford made the same request to NBC, with the same result.

GM is standing by its assertion, basing its claim on the number of 1981 – July 2011 full-size pickups registered. Ford, on the other hand, is claiming it has far more full-size trucks on the road today with more than 250,000 miles on the odometer. Who’s right? That’s probably up to the lawyers to fight out now.

This much is clear: GM spent a boatload of money on Super Bowl advertising, and made a serious effort to build up the hype via social media and its “Game Time” app. Ford, on the other hand, didn’t do much. Was that poor planning on Ford’s part or simply more prudent use of stockholder money? We’ll know for sure when the February sales numbers come out.

The 2012 Chrysler 300. Image: Chrysler Group LLC

The Made in the USA Foundation was created in 1989 to promote American-manufactured products, and Ford was one of the companies that provided initial funding to the group. That hasn’t stopped the Made in the USA Foundation from calling out both Ford and Chrysler, charging both companies with false advertising in complaints filed with the FTC.

Ford claims in radio spots that the mid-size Fusion is an American car, yet it’s built in Mexico with Mexican labor. That will partially change in the near future, as Ford moves some of its Fusion production to Flat Rock, Michigan, where the car will be built alongside the Mustang. The bulk of Ford Fusion product will still come out of Ford’s plant in Hermosillo, Sonora, Mexico, which should preclude Ford from waving the flag behind this particular model.

It gets worse for Chrysler. As both Automotive News (subscription required) and Left Lane News point out, the “Imported From Detroit” Chrysler 300 is built in Brampton, Ontario, Canada, and uses an engine built in Mexico. That may be good enough for NAFTA, but it hardly qualifies the car as an American-made product.

Ford hasn’t commented on the complaint and Chrysler says it’s without merit. Per Michael Palese, Chrysler’s manager of legal communications, “Chrysler Group will continue to pursue all avenues to protect our “Imported From Detroit.”

Made in the USA Foundation also charges both automakers with removing the country of origin label from car windows at auto shows. This information can be found on the window sticker, which automakers often remove from vehicles displayed at car shows to prompt dialogue with in-booth personnel.

As Chrysler’s Palese points out, there’s nothing illegal about this. The American Automobile Labeling Act requires country of origin information to be displayed on vehicles distributed for sale, and not on those shown at auto shows.

The bottom line? If you really want to buy an American-made product, do your homework before you sign on the dotted line.

The Shelby logo. Image: Ford Motor Company

MustangsDaily and MotorAuthority have been doing some digging through the recent agreement between Ford and the UAW. Buried in the new contract is funding to upgrade Ford’s Romeo, Michigan engine plant to build an all-new, blown 5.8-liter V-8 engine. Better yet, the contract specifically says that the new engine will replace the supercharged 5.4-liter V-8 currently used in the Shelby GT500, eliminating any doubt as to which vehicle will benefit.

While there’s no word yet on how much power the new engine will produce, speculation has it making as much as 600 horsepower, in order to one-up the 2012 Chevy Camaro ZL-1 (which makes 580 hp). Spy shots of the 2013 Shelby GT500 also seem to show bigger brakes and better cooling, so Ford may be leaning towards making the 2013 Shelby GT500 a more competent track animal than it is today. Look for more details as the Shelby hits the auto show circuit later this fall.

The new contract between Ford and the UAW also calls for the creation of 12,000 new hourly-wage jobs, and many of them will come from “on-shoring” jobs previously exported to Mexico, China and Japan. The deal has Ford investing some $16 billion in the U.S. over the next four years, which will certainly contribute to any kind of economic recovery.

The 2012 Ford Explorer. Image: Ford Motor Company

It’s easy to explain the allure of mid-size SUVs. They can haul up to seven passengers in relative comfort, tow a boat or a trailer, haul stuff from the local mega-mart and even take you far off the beaten track for some fly fishing in the back country. The trade-offs for such capability have traditionally been truck-like handing and poor fuel economy, but American drivers were willing to live with that when gas was below $3 a gallon.

While SUVs may be the most versatile vehicles in the automotive world, the truth is that most consumers don’t take them off-road, don’t tow heavy trailers and in most cases rarely use four-wheel-drive. Ford’s research prior to the redesign of the Explorer backed this up with hard numbers, which is why the new Explorer is a little less capable in towing and off-roading than the model it replaces. On the plus side, it’s a much better on-road vehicle, and it doesn’t give up any ability to haul passengers and cargo.

Image: Ford Motor Company

The new Explorer gets better fuel economy than the model it replaces, thanks to Ford’s 3.5-liter V6. Front wheel drive Explorers with the V6 will get 17 mpg city and 25 mpg highway, but that’s still not exactly compact car fuel economy. Enter the new for 2012 2.0-liter EcoBoost Explorer, which represents a huge gamble on Ford’s part. It’s got the best possible fuel economy (20 mpg city and 28 mpg highway), but the trade off is capability: you can only tow up to 2,000 pounds and you can’t get the EcoBoost Explorer in an all wheel drive version.

Image: Ford Motor Company

On paper, the Explorer EcoBoost sounds like like a viable option. The technology-rich 2.0-liter EcoBoost engine produces 240 horsepower and 270 ft-lb of torque, which is more torque (by 15 ft-lb) than the 3.5 liter V6. The power and efficiency come from things like variable valve timing and direct fuel injection, and oil spray under the pistons and a durable timing chain help to ensure maximum engine life.

Image: Ford Motor Company

All the statistics and data points in the world won’t matter if the engine doesn’t drive well under real world conditions, so we’re happy to report that the new Explorer EcoBoost drives very much like a small-displacement V6. There’s virtually no turbo lag, so flooring the accelerator will produce wheel spin, even on dry pavement. Thanks to the pairing with a six speed automatic transmission, even climbing steep grades doesn’t pose much of a challenge for the EcoBoost engine. In fact, if you failed to notice the EcoBoost badge on the liftgate, you’d probably think you were driving a V6 instead of a turbocharged four.

Fuel economy comes at a price, and the Explorer EcoBoost costs $995 more than a base Explorer V6. At $3.61 per gallon (the current average price for regular gasoline), you’ll need to save 276 gallons of gasoline to reach a payback. Comparing the Explorer EcoBoost to the Explorer V6, it’ll take you around 64,000 miles to reach payback, but that’s really beside the point. You’ll fill up the Explorer EcoBoost less often, which translates into more money in your bank account each month.

Image: Ford Motor Company

In all honesty, the Explorer EcoBoost is probably an ideal fit for the majority of Explorer buyers. It’s got great on-road manners and it’s comfortable enough for the longest of road trips. You can’t take it far off-road, and you won’t be towing a large boat or trailer with it, but Ford’s research shows that most buyers don’t do this anyway. Will the Explorer EcoBoost’s fuel economy and drivability be enough to attract customers? We’re betting the answer is yes.

Ford Motor Company provided me with transportation, lodging and meals in order to drive the 2012 Ford Explorer EcoBoost at its Michigan Proving Grounds facility.

Boss 302 Laguna Seca Up Front, Boss 302 in the background. Image: Ford Motor Company

Ever since the 2012 Ford Mustang Boss launched, I’d been feeling like the red-headed stepchild. Despite having a great relationship with Ford, I didn’t get an invite to the launch of the car, and hadn’t had the opportunity to beg, borrow or steal one since. That’s why when Ford invited me to their Michigan Proving Grounds to drive various 2012 models, my first question was whether or not that included the Boss 302. It did indeed, and when Ford gives you the chance to go to its test track and use up its tires, gas and brakes, the only possible answer is “hell yes.”

Perhaps the most subtle Boss 302 color combo. Image: Ford Motor Company

To be fair, the Boss 302 was only part of the program, but Ford was kind enough to set up a demonstration of the Boss 302’s “Launch Control” feature (part of Ford’s TracKey option), as well as giving us the chance to autocross the Boss 302 side by side with the Boss 302 Laguna Seca edition. The difference between the cars is instantly noticeable on the tight confines of an autocross track, and the advantage in handling of the Boss 302 Laguna Seca over the standard Boss 302 is significant. More on that later, but here’s the bottom line: if you plan on regular track days with your Boss 302, the Laguna Seca package is a must have, if you can find one. If your Boss 302 will primarily be a street car, with the occasional track day thrown in, the standard model will do just fine.

Ford's TracKey option - you want the red one. Image: Ford Motor Company

My first driving exercise was testing the Boss 302’s launch control feature, which is part of Ford’s TracKey option. The launch control feature was programmed in direct response to customer feedback: Mustang owners who race their cars wanted an adjustable launch control to take the guesswork out of starts and allow for various track conditions and tire options. Programming the launch RPM is fairly simple, and is done via the cruise control buttons on the steering wheel. Once the system is active, you dial up the launch RPM via the cruise control “+” button, then lock it in. Mat the accelerator, and the engine revs to the preset RPM; dump the clutch, and you’ve got the perfect launch.

Recaro front seats are standard on the Laguna Seca; a rear seat isn't. Image: Ford Motor Company

To allow for different track conditions, launch control allows you to dial in the engine speed anywhere from 2,500 to 5,000 rpm. On an overcast but warm day, 4,200 rpm was just about perfect to get a little wheelspin before the Boss’ rear tires hooked up and shot me forward with an impressive amount of thrust. If you track your car in competitive events, this feature alone makes the $302 key reflash worth the price of admission; after all, $302 is a whole lot cheaper than a new clutch.

The gauge package comes standard with Laguna Seca models. Image: Ford Motor Company

Next up was the autocross in the Boss Laguna Seca. Even on moderately cold tires, the car had an impressive amount of grip. Still, with the traction and stability control disabled, it was easy to hang the back end out in corners with the throttle. Catching the back end was equally easy, as I found out in a sudden-and-tight right hand corner. Throw in some opposite lock and just a bit of throttle, and the Boss Laguna Seca quickly regains it’s composure. Acceleration is impressive, as is the stopping power from the Brembo brakes.

A cross brace takes the place of the back seat in Laguna Seca models. Image: Ford Motor Company

After my run in the Boss Laguna Seca, it was time to drive the “standard” Boss 302. The car felt noticeably looser in the corners, but was no less predictable in its handling than the Laguna Seca version. In some ways it was even more entertaining, since the lower handling limits of the “plain” Boss 302 made tail-out driving effortless. I didn’t get course times for the two cars, but I suspect the Laguna Seca was a few tenths of a second quicker through the cones than the regular Boss; still, the regular Boss had a higher “hoon factor,” and would be plenty entertaining for the occasional track day.

Image: Ford Motor Company

As much as I love the new 5.0 liter Mustangs, the Boss 302 is an improvement in every way. The graphics and paint schemes are a little bright for my tastes, but that gripe aside the Boss 302 is probably the most fun you can have in its price range. Finding one may prove difficult, but Ford assures me there’s still inventory (of the regular version, at least) in the pipeline. All I have to do now is hit the lottery before they’re all gone.

The Focus ST show car. Image: Ford Motor Company

Yesterday’s rumor du jour had Ford debuting the new Focus ST at this weekend’s Woodward Dream Cruise. It turns out that a Focus ST will be on hand, but it’s the same pre-production show car that’s been making the rounds since last October’s Paris Motor Show. In other words, it’s just to look at and drool on, not to actually drive.

Ford will debut the real Focus ST at September’s Frankfurt Motor Show, so we’re still just a few weeks away from seeing what the production car will look like. We expect Ford will announce pricing, availability and final specifications at Frankfurt, so stay tuned for details. If past history is any indication, Ford may opt to introduce the car in Europe first, followed by the United States. If that’s the case, let’s just hope the delay between launches isn’t too long.

What we think we know so far is this: the 2012 Focus ST will have a 2.0-liter EcoBoost engine good for 247 horsepower, sent through a six speed manual transmission to the front wheels. We don’t think the Focus ST will have a “conventional” limited-slip differential, but will take advantage of Ford’s torque-vectoring technology to mirror the effects of an LSD without adding additional weight. Expect suspension tuning to be on the stiff side, since the Focus ST is intended to be a driver’s car, and expect the pricing to be competitive with others in the segment. We’ll call it “in the high twenties, low thirties” until Ford tells us otherwise.

Source: Ford

Want to be the next Ken Block or Tanner Foust? Want to learn how to drift like Vaughn Gitten, Jr.? Want to see if you can out-drive Brian Deegan on a rallycross track? Ford is giving you the chance to prove yourself in an upcoming promotion called the “Octane Academy”. Entrants need to submit a video of themselves in action, describing (or better yet, demonstrating) why they should make the cut.

Participants selected from their videos will be chosen to attend one of four “Octane Academies,” which include:

- An off-road academy in the Ford Raptor, led by Brian Deegan
- A gymkhana academy in the Ford Fiesta, led by Ken Block
- A drift academy in the Ford Mustang, led by Vaughn Gittin, Jr.
- A rallycross academy in the Ford Focus, led by Tanner Foust

Winners collect prizes along the way, and the best driver from each academy gets a Ford vehicle customized by Deegan, Block, Gittin or Foust. Those picked for the academies also get some world class instruction from the biggest names in extreme sports.

What’s in it for Ford? Lots of attention from the demographic known as “millennials,” but also commonly referred to as Generation Y. There’s no rule limiting contest entrants to a specific age group (which would undoubtedly be illegal), but I’d say your chances of making the cut if you were born before 1980 lie between “slim” and “none”. Ford sees Gen Y as the most important market segment after Baby Boomers, despite the fact that most in Gen Y don’t have the same obsession with the automobile that Boomers did.

Look for Ford to kick off the Octane Academy at the summer X Games, scheduled for July 28 to 31. In the mean time, check out the video below for Ford’s take on the program.

Source: Ford