Ford Creates An Eminently Practical Crossover SUV... Atonement For The Excursion, Perhaps?

My Experience

I recently attended the Ford Racing Innovation Drive event in Pasadena. It was held at Irwindale Speedway, and was essentially a showcase for Ford's new 2005 models--the Five Hundred sedan, the Mustang coupe, and the Freestyle SUV. The new Mustang was my reason for going, but once I got some hands-on time with the Freestyle, I really grew to like this car. There was one on static display, so I got to poke around the interior and play with the folding seats without being hassled. And later in the afternoon, I got to put a Freestyle SEL AWD through its paces on the speedway. Fortunately, the Ford people had set up a cone-outlined handling course, so I got to do more than drive around in circles (no offense to NASCAR fans). So in addition to getting lots of no-pressure seat time, I got to push the Freestyle to its limits without guilt--hey, it's just a demo car! Anyway, let's get on with the review...


Performance

Performance is one of the Freestyle's strong points, but I sure didn't expect it to be that way. There's only one engine offered for all Freestyle models, and it's not one that impresses on paper. It's a V6, displacing just 3.0 liters, and putting out a meager 203 horsepower. Most competitors offer 250 horses or more, so my expectations were understandably low.

But when I got out on the track, the Freestyle turned out to be pleasantly quick, more so than most SUVs I've driven. Ford quotes a 0-60 time of 8.6 seconds--not exactly rapid, but plenty eager and responsive. Moreover, I think the Freestyle feels even quicker than the figures suggest--I would have guessed its 0-60 run was under 8 seconds.

Best of all is the smooth, confident manner in which the Freestyle delivers its power. The V6 is quiet and refined, revving smoothly and emitting a brassy baritone snarl when pushed. Its powerband is broad and linear, with a consistently strong pull from idle all the way to the high end. It's an exceedingly pleasant engine, and the CVT transmission--which I'll explain in the next section--means that there are no shift points to interrupt the flow of acceleration. The word "carlike" is thrown around a lot when describing SUVs, but it's redundant in this case--the Freestyle's performance is that of a car, and a very good one at that.

The Freestyle's gas mileage is that of a car, too. Ford says all-wheel-drive Freestyles will get 19 mpg in the city, and 24 mpg on the highway. Not bad. Front-wheel-drive models are even more frugal, at 20 mpg city, 27 mpg highway. In a segment that's littered with gas-guzzlers, the Freestyle's fuel economy is a big plus--this is one of the few SUVs that hasn't made me feel self-conscious while driving it.


Transmission/Clutch

The Freestyle has an ace up its sleeve in this department, since it is one of the few SUVs to offer a CVT as standard equipment. CVT stands for Continuously Variable Transmission, and while it works wonderfully, it's a bit hard to explain. Bear with me, though, as I give it a try.

Conventional transmissions put a set of gears--usually four or five of them--between the engine and the drive axle. This lets the engine and axle spin at different rates--just like the gears on a bicycle, except an engine takes the place of your feet on the pedals. As you accelerate, the transmission shfits into higher gears, so the engine can rev lower even though the axle is spinning faster and faster.

The CVT does the same thing, but instead of having four or five preset gear ratios, it has an effectively infinite number of gears. It does this using a system of variable-size steel pulleys, but I won't get into the mechanics of it. As the driver, all you need to know is that the transmission is changing gears every millisecond to keep the engine in its sweet spot. It does this seamlessly, so you're not even aware of its operation. Quite an impressive bit of technology.

So how does it feel on the road, compared to a conventional automatic? In short, awesome. My biggest problem with automatic transmissions--and the reason I prefer manuals--is that they react slowly, and sometimes awkwardly, to your inputs. When you need more power, your foot goes down, the transmission thinks about it for a while, and then eventually downshifts to deliver the acceleration you requested. By that time, though, it's often too late to make your move in traffic.

The great thing about the CVT is that there's no waiting when you need power. As your foot goes down, the revs just rise along with it, with no jerky downshift. And when engine speed reaches the point of maximum power, the revs just hang there--the engine is never caught out of its powerband, as so often occurs with conventional automatics. Acceleration is velvety-smooth, since you never feel the transmission shifting, and full-throttle runs in the Freestyle are remarkably effortless and drama-free. Personally, I'd still take a manual transmission over any automatic, but this CVT technology definitely takes driving to a new level of refinement. Making it standard equipment on all Freestyles was a smart move on Ford's part.


Steering/Handling

Here's another area where the Freestyle stands head and shoulders above the SUV norm. The Freestyle is based on a car platform instead of a truck's--and really is a car, in everything but styling--but that's not the interesting part. Plenty of new "SUV's" are actually built on car platforms. The real revelation is in the Freestyle's perceptive chassis tuning. Right before I drove the Freestyle, I went around the track in the Ford Five Hundred--the car the Freestyle shares its platform with--and the difference in handling feel was very subtle. In terms of tire grip, suspension control, and steering precision, The Freestyle was virtually identical to its sedan counterpart, aside from the higher eyepoint. That's not something you'll find in many other SUVs, even the car-based ones.

The first thing I noticed on the cone-marked handling course was the Freestyle's steering. It's light and responsive, with a buttery-smooth action reminiscent of a luxury car. Its weighting was a bit lighter than I prefer around the straight-ahead, but it firmed up reasonably well in turns. Straight-line tracking was very good, and the steering generally felt easy and accurate through turns and slalom maneuvers. By SUV standards, it's great. Personally, I'd like a sportier feel--the Freestyle's helm is somewhat numb to the touch, and turn-in is a bit soft. But most drivers should be very happy--especially those currently driving truck-based SUVs.

As I got into the tighter, twistier section of the handling course, I also found myself very impressed with the Freestyle's chassis dynamics. The tires gripped the pavement securely, and when their grip started to fade (at about 6/10ths of the chassis' capabilities), traction loss was gradual and progressive. The suspension allowed only a moderate amount of body lean, and the chassis felt forgiving and predictable at its limits. When I entered a couple of corners too hard, the Freestyle's front end simply scrubbed into understeer until I eased off the gas. It was all very gentle and drama-free, with none of the "tippy" feeling that you get from many SUVs. The Freestyle isn't a sports car, but its chassis is as about as mistake-proof as they come.

When the time came for quick stops, the Freestyle's brakes also proved superior to the SUV norm. Its stopping distances were moderately short, for one thing. But it also had better pedal feel than other SUV's I've driven--especially Ford's other SUVs. I spent a lot of time driving a Ford Expedition on tour with my band this summer, and I grew to despise that car's mushy, unresponsive brake feel. The Freestyle is much better. Its pedal is firm and progressive, and inspires much more confidence than those in most SUVs. Again, it's not sports-car sharp, but it's commendable for a family vehicle--and much better than a truck.


Ride

Ford's promotional materials make much of the Freestyle's smooth ride, but unlike much marketing bluster, it's actually true. The Freestyle rides far better than any truck-based SUV I've experienced, and it's also smoother than most car-based SUVs. Most of it comes down to structural rigidity. The Freestyle and Five Hundred share their basic platform architecture with the Volvo S80 (Ford owns Volvo now), and have clearly benefited from the S80's solid, substantial chassis. There's no flex in the Freestyle's frame, and its body feels drum-tight on rough surfaces. Most SUVs--even car-based ones--exhibit a high-frequency jittering as their bodies flex over bumps. There's none of that in the Freestyle.

The Freestyle's structural rigidity also contributes to its quietness. The Freestyle's ride is much quieter than the SUV norm, partly because there's no body flex to excite rattles and resonances in the interior. There's also very little road noise from the tires, and the engine keeps its voice down in all but full-throttle acceleration. Wind rush is the dominant sound at cruising speeds, but it's still nothing to complain about.

The nicely-tuned suspension also plays a big part in the Freestyle's smooth ride. Its absorbs bumps easily, but keeps the Freestyle's body from moving around unnecessarily. Ride motions are generally mild and well-controlled, comparable to those of a Toyota Camry or other middle-of-the-road family sedan. The Freestyle doesn't have the firm body-motion control of a sports sedan, but neither does any other SUV. One thing to note, however, is that Freestyles with the 17-inch wheels ride slightly better than those with 18-inch wheels. Standard on the top-line Limited and unavailable on other models, the 18-inch wheels add a bit more firmness and jiggling over bumpy surfaces. Those who are picky about ride softness will probably prefer the lesser Freestyle trims.

Lastly, the Freestyle's ride benefits from the standard CVT mentioned earlier. Since the transmission has no shift points, there's none of the back-and-forth jerking that--however subtle--always disturbs the ride in cars with conventional automatics. And neither will you feel the engine straining as it revs up and down through the gears. It had never occurred to me that a car's transmission could have a serious impact on ride comfort, but that's definitely the case here.


Interior

Now we get to my favorite part of the Freestyle--its roomy, versatile interior. One might think that a car-based SUV would offer less utility than a truck-based one, but one would be wrong. The Freestyle offers a much roomier interior than most SUVs I've driven, even the big ones. And it wraps that interior in a very reasonably-sized bodyshell.

Upon settling into the Freestyle's driver seat, I was struck by how comfortable and confident the driving position is. I've felt distinctly out of place behind the wheel of other SUVs--hemmed in by up-close pedals, limited headroom, a too-tall eyepoint, or some combination of the three. The Freestyle, however, has that "just-right" feel. I sat higher than I would in a sedan, with a taller view of the road ahead, but I didn't get that "driving on stilts" sensation. And there was plenty of room to stretch out in all directions--just like a car, except for the taller seating.

Speaking of seating, the Freestyle's front seats are phenomenally comfortable--mostly due, I think, to its Volvo ancestry. Every Volvo I've driven has had fantastic front seats--broad, soft to the touch, and firmly supportive--and the Freestyle's chairs feel like they were lifted straight out of its Swedish cousins. This is great news for anyone who plans to use their Freestyle for long trips or commutes. I've driven my girlfriend's Volvo halfway across California, and arrived ache-free thanks to these superlative seats.

Rear passengers are treated very well, too. The seats are nearly as comfortable in the second row as they are up front, with high-set cushions and unusually good support for backs and thighs. Legroom is in abundance, and headroom is huge. Another notable perk is that there's no intrusive transmission tunnel to cramp rear passengers' feet. Two seating options are available for the second row--a bench that seats three, or two separate buckets. I found the two-bucket option more appealing, partly for the increased seat comfort, but mostly because it gives the rear passengers a center console of their own, complete with dual cupholders and a deep storage bin--very cool.

Then there's the third row. Yes, even in a vehicle this sensibly sized, there's a liveable third-row seat. It's no limousine ride back there, but even being six feet tall, I could be happy in the Freestyle's third row for extended trips. The seat feels flatter and less supportive than those in the second row, but it's not uncomfortable. Plus, the cushion is mounted higher than the first two rows, giving passengers a good view out, and dual cupholders make it a little more welcoming. Headroom is a bit tight, and my knees just cleared the second-row seatbacks by a few inches, but that's more than can be said for most third-row setups. And remember, this is coming from a six-footer. Kids should be plenty happy in the Freestyle's third-row seats.

Lest you think that I'm being overly positive, there were a few nits to pick in the Freestyle's interior. While I generally liked the cabin's clean, simple, and modern-looking appointments, no one will accuse it of being overly upscale. Much of the plastic covering the dashboard and door panels is hard and hollow-feeling, and the lids for the glove compartment and dashtop bin close with cheap-feeling "clunks." Panel fit is tight and consistent, though, so the ambiance may come off as appealingly honest to some buyers. Plus, Ford dressed the cabin up enough that it doesn't feel cheap. The silver-look console trim and metal-ringed vents are cool, the well-padded steering wheel feels good in the hands, and the passenger grab bar is rubberized for a richer feel. Overall, the interior materials feel solid and durable, with just a touch of luxury to justify the price--nothing special by sedan standards, but fine for an SUV.


Practicality

Being a working bass player, I'm always excited when I find a vehicle that's unexpectedly generous and flexible with cargo space. The Scion xB was one, the Chevy Malibu Maxx was another, and the Freestyle is the latest one I've encountered. I felt pretty positive about the Freestyle after driving it, but it wasn't until I got to poke around the interior that I got really enthusiastic.

The most impressive aspect of the Freestyle's cargo area is its versatility. Every seat but the driver's can be folded forward, and the second- and third-row seats fold flush with each other, creating a huge, flat load floor. According to Ford, there's a full ten feet between the folded front seatback and the tailgate. That's a lot of space for long, bulky items (the acoustic double-bass comes to mind). And since this is a lower-stance, car-based SUV, you don't have to lift those bulky items very high to slide them over the rear bumper.

Even if you need all the seats in their upright and locked position, the Freestyle offers a surprisingly usable trunk behind the third-row seats. The cargo bay is unusually low and deep for an SUV--another perk of being a car-based design--and that means more space for groceries. Plus, useful storage areas are scattered all over the Freestyle's interior. The glovebox and door pockets are huge, and the center-console bins are cavernous, front and rear. It seems like they put cubbies and pockets wherever they could fit them--there are even a pair of them on the side panels in the trunk.


Reliability

Here's one of the downsides to being an early-adopter of a new product like the Freestyle--it has no reliability record. So all I can do here is speculate. But there are some ways to make an educated guess. For example, the Ford Escape SUV and Taurus sedan are sold mostly with the same 3.0-liter V6 used in the Freestyle. They both have Average reliability ratings from Consumer Reports. And the Volvo S80, with which the Freestyle shares its platform, also has an Average reliability rating. All this suggests that the Freestyle's reliability will likely be Average too. But there are some uncertainties, like how well that unique CVT will hold up, and how durable the Freestyle's exterior hardware will be. Like I said, it's mostly speculation at this point.


Overall

I hope that the Freestyle is an indicator of where SUV design is headed, because it's an eminently practical machine. Up until the last year or so, I was an avowed SUV-hater--they just seemed completely out of touch with reality. I'd turn on the TV, and be inundated with SUV commercials showing people blasting through rivers, tearing up mountains, living the storied "active lifestyle." Then I'd go to the store, and see the same SUV, trying not to scratch its brush guard as it tiptoed into a Safeway parking spot. Whether you like SUVs or not, you have to agree it all seemed a bit silly.

The truth is, most buyers use SUVs the way their parents used station wagons--as a domestic family shuttle. They just don't want the "ho-hum" stigma that a traditional wagon provides. Less than 10% of SUVs are taken off-road, and about half of the 'utes sold don't even have four-wheel-drive. So their real primary function is toting around kids, groceries, and gear.

That's why I liked the Freestyle so much--it's an SUV designed for the way people actually use SUVs. That is, it's essentially a passenger car with six- to seven-passenger seating, a commanding driving position, and rugged looks--the qualities that attracted most people to SUVs in the first place. But since it's a car, you also get a smooth ride, tidy handling, and good gas mileage. As a result, the Freestyle makes far more sense than a truck-based SUV for everyday use. In fact, with so much versatility and refinement in a real-world package, I'd say the Freestyle makes Ford's own Explorer obsolete.

There are a couple of exceptions, however. One is if you have a boat or trailer that requires frequent towing. If that's the case, you'll miss the Explorer's towing capacity (3,260 lbs to 7,140 lbs, depending on powertrain). The Freestyle's towing figures haven't been published yet, but I'd count on them being substantially lower. The only other exception I can think of is image. I imagine some buyers will be repelled by the Freestyle's more efficient, less-macho persona. Because... you know... wasting money and natural resources is... so... manly.

I won't try to explain people's self-image issues here, but I will encourage the majority of SUV buyers to check out the Freestyle before cruder, less-efficient truck-based rivals. Other notables in this class include the Toyota Highlander, and to a lesser extent, the Mitsubishi Endeavor. But no competitor really matches the Freestyle's blend of passenger-car dynamics and SUV versatility. With base prices ranging from $24,945 to $30,245, it even makes good financial sense. Overall, a very pleasant surprise!