2005 Ford Freestyle vs. 2005 Honda Odyssey
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from autoweek.com . .
Very good comparison.
And as you read below, the Freestyle is $7,000 LESS than the Honda.
Enjoy!
Double Take: 2005 Ford Freestyle vs. 2005 Honda Odyssey
Family Trucksters: Different approaches, same goal; which takes the cake?
NATALIE NEFF
Published Date: 5/2/05
For some reason, a chunk of the motoring public has deemed the humble minivan a sort of Hester Prynne of automobiledom, the stigma of “mommy-mobile” pinned to it like a great big scarlet M. Many would prefer a trip to the proctologist’s over being caught in one—God forbid anyone think you’re a mom, or worse, actually shuttling little Jonny to soccer practice.
Despite the repute, people still buy boatloads of minivans, but ask any one of those owners what they drive and you’ll more likely get a stammer of a reply than an enthusiastic one: “Well, you see... hmmm... we really needed... it’s just that... you know, with the kids and all…”
Then there are those who swing to the extreme end of the machismo scale, reactionaries piloting sport/utes as public declarations of their undeniable anti-minivan-ness. Sure, they have a hundred reasons why they really need SUVs: higher seating position, four-wheel drive, cargo capacity, safer in a crash, yada yada. But a few years down the road, many of these uters come to realize that driving 6000-pound gas-guzzling monstrosities every day—and in suburbia, no less—well, quite frankly it sucks.
All this helps to explain the rise of a sub-segment of vehicles known as crossovers, vehicles that pretend to be anything but minivans, and more “truck lite”—which, if everyone’s honest with themselves, are created by doing little more than shedding the sliding doors and adding some bodywork.
So we thought it would be fun to pit the Honda Odyssey, reigning minivan king (according to you in our America’s Best poll for three years running), against arguably the brightest and best new crossover, the Ford Freestyle. Wacky, we know.
Ford launched the Freestyle last September as part of a product barrage it called “Year of the Car.” (Aside: Surely every year for an autoÂ*maker should be that, no?) Sales of the tall-wagon/short-SUV/whatever-you-do-don’t-call-it-a-minivan Freestyle have been lukewarm, to be kind; Ford moved just 15,922 Freestyles out of showrooms in the first quarter of 2005. Compare that to 23,522 sales of the Freestar minivan—a warmed-over Windstar whose most novel feature is a flip-around third row—and 55,144 Tauruses, that most ancient of all family sedans. Even the Freestyle’s most obvious competitor, the Chrysler Pacifica, has sold 20,084 through March, though admittedly it’s a more established nameplate.
Despite its slow sales, the Freestyle stacks up well against the Pacifica. In fact, most around our office prefer the Freestyle, if not in looks then in performance. Its 3.0-liter V6 could use more grunt than its 203 hp and 207 lb-ft, and the feel of the gearless continuously variable transmission doing its thing takes some getting used to, but on the road the Freestyle handles better than most vehicles in this segment. And the Pacifica? Just as anemic, but sooo much heavier—and drives like it.
The Freestyle also raises the level of interior refinement many associate with standard Ford fare. The environment up front feels spacious and inviting, with many of the materials looking of respectable quality (some do still look cheap). One feature we particularly like: the “conversation mirror,” a convex mirror that allows front-seat passengers to keep an eye on those in the rear.
Climb in back and you’ll find surprisÂ*ingly flexible packaging, with second- and third-row seats (and front passenger seat) that fold to produce a truly flat load floor. There is also an available DVD entertainment system as well as dual-zone climate control. But as far as we can tell, you cannot get a navigation system on the Freestyle.
Meantime, Honda also released a new Odyssey last September—the third rendition in 10 years, no less—and already sales of the popular minivan have outpaced last year’s by 23 percent, with 38,829 snatched up since the beginning of the year.
The Odyssey also remains a benchmark against which many other minivans are measured, in terms of quality, refinement, innovation and feature availability. It doesn’t hurt Odyssey also boasts among the highest safety and reliability ratings in its class.
Inside you’ll find all the accoutrement you’ve come to expect in a minivan—entertainment system, cupholders galore and pockets and bins everywhere you look. But—and this is a big but—the Odyssey doesn’t have fold-flat second-row seats. The Odyssey’s are of the old-school, tumble-forward variety.
And even with its bigger engine, a 3.5-liter V6 turning out 255 hp at 5750 rpm and 250 lb-ft of torque at 4500 rpm, the Odyssey lagged behind the Freestyle in every straight-line test, though not by much. Of course, the Odyssey has 675 more pounds to haul around, but that still translates to 18.2 pounds per horsepower compared to the Freestyle’s heftier 19.5. We chalk it up to the Ford’s CVT, which doesn’t suck as much engine power as the Honda’s conventional automatic.
From a standing start the Ford reaches 60 mph in 8.15 seconds, the Honda in 8.90 seconds. Through the quarter-mile the Freestyle manages a tarmac-scorching top speed of 88.0 mph, passing the sticks in 16.25 seconds, while the Odyssey could only manage 83.1 mph in 16.88 seconds.
The Freestyle also nips the Odyssey coming to a stop from 60 mph, its 129 feet chopping two feet off the Odyssey’s best, even if the Honda’s brakes feel slightly better to operate. It is the slalom, however, that really separates these two people movers.
The Ford steers better through the slalom than its trucky design implies, with a precise and quick response to inputs that makes weaving around the cones an almost point-and-shoot process. One tester even said of it: “[The Freestyle] doesn’t have as much delay in the steering as I would have expected for this class of vehicle. In fact, steering response is pretty exceptional for a box like this.”
The Honda’s steering, on the other hand, feels much slower, making the Odyssey a lot less controllable through the slalom.
Both vehicles display some body roll, though we can’t say which is worse. And both produce very little dive on braking.
Now, if these were sports cars we were pitting against each other, we might have finished our data collection right there at the track and declared a winner. However, with both the Freestyle and the Odyssey, of bigger importance is how well each vehicle handles—people and their stuff, that is. Because in the end, People and Stuff is the entire point of each vehicle’s existence. And yes, we’re talking the stuff of soccer moms, as in family-friendly.
In just about any review of the Freestyle you’ll read, you will probably come across a passage that says something like: “The Freestyle provides cavernous space for six, with copious cubic feet left for cargo.” And it’s true. The difference, however, is that it doesn’t even come close to the Odyssey.
With all the seats deployed in their upright positions, the Freestyle has 22.5 cubic feet of cargo room in back; that grows to 47.3 if you fold the third row. To compare, the Odyssey provides 38.4 and 91.1 cubic feet of space in respective configurations. Stow all the seats, and the Odyssey dwarfs the Freestyle, with 147.4 cubic feet of space vs. 91.7—and that includes folding the Ford’s front passenger seat.
On a straight-up interior volume basis, the Odyssey eclipses the Freestyle by 55.8 cubic feet, with a full 206.1 cubic feet of space for passengers to stretch out in. The Honda achieves this by adding 2.7 inches more width than the Ford (77.1 vs. 74.4), but just 1.2 inches of overall length (201.0 vs. 199.8) and 0.6 inch more height (68.8 vs. 68.2).
Then there are all the available family-oriented features you can’t get on the Ford, like power sliding doors (frees up your hands); XM satellite radio (for Radio Disney, of course); navigation system (to help with family road trips); a retractable center tray and removable second-row console (providing access to the rear seats); adjustable second-row seatbelts (better for the little ones); and up to 17 cupholders. (Okay, no one needs that many. Ford’s 12 should suffice.) To add insult to injury, the minivan even has a higher maximum towing capacity than the truckier crossover, at 3500 pounds vs. the Ford’s 2000.
What it all comes down to is this: We look at which vehicle fulfills its purpose better, not necessarily which is the fastest or nimblest or sportiest. Sure, all those things matter, and even contribute to making a vehicle safer (the ultimate family-friendly feature). To this end the Ford does have one big leg up on the Honda, especially with its available all-wheel drive. But in the end, the win goes to the Odyssey, by a hair—and that’s nothing to be embarrassed about.
--------------------------------------------------------------------------------
OTHER VIEWS
> So the Odyssey squeaks by the Freestyle with a more family-friendly package, but what about price? That’s a big factor when it comes to family budgets, and the difference—almost $7,000 as-tested—is significant. I’d go with the Ford (even though it still looks like a minivan, and yes, that matters), get better performance, and use the leftover money to take the kids to Disney World. —CARRIE ROCA
> For seven grand less I’ll take the Freestyle, no question. Yeah, the engine could use more go, but it’s basically a good-looking, fine-handling trucklet. The last two Odysseys I drove had problems, both electrical: One had a navigation system that only worked when it felt like it, the other had power doors that would open and close only when they were good and ready. Overall, I think Ford is on the right path with the Freestyle.—WES RAYNAL
> This is not a chicken-or-egg decision, which almost makes this a look at two separate and distinct—and good—people movers. Were I forced to choose, I’d take the Odyssey. As a former owner, I know I can’t go wrong. And when you have a company as committed to engineering as Honda is, you know this starts at the top and is made better. Still, Freestyle doesn’t carry with it that minivan stigma... —DUTCH MANDEL
> As much as the Odyssey is the hands-down king of minivandom, I’m more impressed by Ford’s first stab at a Pacifica-like all-purpose wagon. Sure, I’d like more grunt, but the Freestyle is practical and economical without eschewing the sporty side of the suburban driveway. A minivan is a minivan is a minivan, but you’ll never confuse the Freestyle with daddy’s Country Squire. —BOB GRITZINGER
HONDA ODYSSEY TOURING
BASE PRICE (includes delivery): $35,010
AS-TESTED PRICE: $35,010
ENGINE
Front-transverse 3.5-liter/212-cid sohc V6
Output: 255 hp @ 5750 rpm, 250 lb-ft @ 4500 rpm
Compression ratio: 10.0:1
Fuel requirement: 87 octane
DRIVETRAIN
Front-wheel drive
Transmission: Five-speed automatic
Final drive ratio: 4.428:1
CHASSIS
Unibody minivan
DIMENSIONS
Wheelbase: 118.1 in
Track (front/rear): 66.7/66.8 in
Length/width/height: 201.0/77.1/68.8 in
Curb weight/GVWR: 4634/5952 lbs
SUSPENSION
Front: MacPherson struts with coil springs, gas-charged shock absorbers, antiroll bar
Rear: Double wishbone with coil springs, gas-charged shock absorbers, antiroll bar
BRAKES/WHEELS/TIRES
Discs front and rear, ABS with EBD; aluminum 235/710 R460A Michelin Energy LX4 PAX
CAPACITIES
Fuel: 21.0 gal
Cargo: 38.4 cu ft
OPTIONS AS TESTED
None
STANDING-START ACCELERATION
0-60 mph: 8.90 sec
0-100 km/h (62.1 mph): 9.45 sec
0-quarter-mile: 16.88 sec @ 83.1 mph
ROLLING ACCELERATION
20-40 mph (first gear): 2.9 sec
40-60 mph (second gear): 4.7 sec
60-80 mph (third gear): 7.9 sec
BRAKING
60 mph-0: 131 ft
HANDLING
490-foot slalom: 40.9 mph
Lateral acceleration (200-foot skidpad): 0.76 g
FUEL MILEAGE
EPA combined: 22.95 mpg
AW overall: n/a
INTERIOR NOISE (dBA)
Idle: 45
Max first gear: 72
Steady 60 mph: 65
--------------------------------------------------------------------------------
FORD FREESTYLE SEL
BASE PRICE (includes delivery): $27,070
AS-TESTED PRICE: $28,015
ENGINE
Front-transverse 3.0-liter/182-cid dohc V6
Output: 203 hp @ 5750 rpm, 207 lb-ft @ 4500 rpm
Compression ratio: 10.1:1
Fuel requirement: 87 octane
DRIVETRAIN
Front-wheel drive
Transmission: Continuously variable transmission
Final drive ratio: 4.98:1
CHASSIS
Unibody four-door crossover
DIMENSIONS
Wheelbase: 112.9 in
Track (front/rear): 64.6/65.0 in
Length/width/height: 199.8/74.4/68.2 in
Curb weight/GVWR: 3959/5520 lbs
SUSPENSION
Front: MacPherson struts with coil springs, gas-charged shock absorbers, antiroll bar
Rear: Multilink with coil springs, gas-charged shock absorbers, antiroll bar
BRAKES/WHEELS/TIRES
Discs front and rear, ABS with EBD; aluminum 215/65R-17 Continental ContiTouring Contact EcoPlus
CAPACITIES
Fuel: 19.0 gal
Cargo: 22.5 cu ft
OPTIONS AS TESTED
Safety package including anti-theft system, driver/passenger side-curtain airbags ($695); reverse sensing system ($250)
STANDING-START ACCELERATION
0-60 mph: 8.15 sec
0-100 km/h (62.1 mph): 8.60 sec
0-quarter-mile: 16.25 sec @ 88.0 mph
ROLLING ACCELERATION
20-40 mph: 3.2 sec
40-60 mph: 4.2 sec
60-80 mph: 6.0 sec
BRAKING
60 mph-0: 129 ft
HANDLING
490-foot slalom: 42.2 mph
Lateral acceleration (200-foot skidpad): 0.72 g
FUEL MILEAGE
EPA combined: 22.64 mpg
AW overall: n/a
INTERIOR NOISE (dBA)
Idle: 43
Max first gear: 75
Steady 60 mph: 64
Very good comparison.
And as you read below, the Freestyle is $7,000 LESS than the Honda.Enjoy!
Double Take: 2005 Ford Freestyle vs. 2005 Honda Odyssey
Family Trucksters: Different approaches, same goal; which takes the cake?
NATALIE NEFF
Published Date: 5/2/05
For some reason, a chunk of the motoring public has deemed the humble minivan a sort of Hester Prynne of automobiledom, the stigma of “mommy-mobile” pinned to it like a great big scarlet M. Many would prefer a trip to the proctologist’s over being caught in one—God forbid anyone think you’re a mom, or worse, actually shuttling little Jonny to soccer practice.
Despite the repute, people still buy boatloads of minivans, but ask any one of those owners what they drive and you’ll more likely get a stammer of a reply than an enthusiastic one: “Well, you see... hmmm... we really needed... it’s just that... you know, with the kids and all…”
Then there are those who swing to the extreme end of the machismo scale, reactionaries piloting sport/utes as public declarations of their undeniable anti-minivan-ness. Sure, they have a hundred reasons why they really need SUVs: higher seating position, four-wheel drive, cargo capacity, safer in a crash, yada yada. But a few years down the road, many of these uters come to realize that driving 6000-pound gas-guzzling monstrosities every day—and in suburbia, no less—well, quite frankly it sucks.
All this helps to explain the rise of a sub-segment of vehicles known as crossovers, vehicles that pretend to be anything but minivans, and more “truck lite”—which, if everyone’s honest with themselves, are created by doing little more than shedding the sliding doors and adding some bodywork.
So we thought it would be fun to pit the Honda Odyssey, reigning minivan king (according to you in our America’s Best poll for three years running), against arguably the brightest and best new crossover, the Ford Freestyle. Wacky, we know.
Ford launched the Freestyle last September as part of a product barrage it called “Year of the Car.” (Aside: Surely every year for an autoÂ*maker should be that, no?) Sales of the tall-wagon/short-SUV/whatever-you-do-don’t-call-it-a-minivan Freestyle have been lukewarm, to be kind; Ford moved just 15,922 Freestyles out of showrooms in the first quarter of 2005. Compare that to 23,522 sales of the Freestar minivan—a warmed-over Windstar whose most novel feature is a flip-around third row—and 55,144 Tauruses, that most ancient of all family sedans. Even the Freestyle’s most obvious competitor, the Chrysler Pacifica, has sold 20,084 through March, though admittedly it’s a more established nameplate.
Despite its slow sales, the Freestyle stacks up well against the Pacifica. In fact, most around our office prefer the Freestyle, if not in looks then in performance. Its 3.0-liter V6 could use more grunt than its 203 hp and 207 lb-ft, and the feel of the gearless continuously variable transmission doing its thing takes some getting used to, but on the road the Freestyle handles better than most vehicles in this segment. And the Pacifica? Just as anemic, but sooo much heavier—and drives like it.
The Freestyle also raises the level of interior refinement many associate with standard Ford fare. The environment up front feels spacious and inviting, with many of the materials looking of respectable quality (some do still look cheap). One feature we particularly like: the “conversation mirror,” a convex mirror that allows front-seat passengers to keep an eye on those in the rear.
Climb in back and you’ll find surprisÂ*ingly flexible packaging, with second- and third-row seats (and front passenger seat) that fold to produce a truly flat load floor. There is also an available DVD entertainment system as well as dual-zone climate control. But as far as we can tell, you cannot get a navigation system on the Freestyle.
Meantime, Honda also released a new Odyssey last September—the third rendition in 10 years, no less—and already sales of the popular minivan have outpaced last year’s by 23 percent, with 38,829 snatched up since the beginning of the year.
The Odyssey also remains a benchmark against which many other minivans are measured, in terms of quality, refinement, innovation and feature availability. It doesn’t hurt Odyssey also boasts among the highest safety and reliability ratings in its class.
Inside you’ll find all the accoutrement you’ve come to expect in a minivan—entertainment system, cupholders galore and pockets and bins everywhere you look. But—and this is a big but—the Odyssey doesn’t have fold-flat second-row seats. The Odyssey’s are of the old-school, tumble-forward variety.
And even with its bigger engine, a 3.5-liter V6 turning out 255 hp at 5750 rpm and 250 lb-ft of torque at 4500 rpm, the Odyssey lagged behind the Freestyle in every straight-line test, though not by much. Of course, the Odyssey has 675 more pounds to haul around, but that still translates to 18.2 pounds per horsepower compared to the Freestyle’s heftier 19.5. We chalk it up to the Ford’s CVT, which doesn’t suck as much engine power as the Honda’s conventional automatic.
From a standing start the Ford reaches 60 mph in 8.15 seconds, the Honda in 8.90 seconds. Through the quarter-mile the Freestyle manages a tarmac-scorching top speed of 88.0 mph, passing the sticks in 16.25 seconds, while the Odyssey could only manage 83.1 mph in 16.88 seconds.
The Freestyle also nips the Odyssey coming to a stop from 60 mph, its 129 feet chopping two feet off the Odyssey’s best, even if the Honda’s brakes feel slightly better to operate. It is the slalom, however, that really separates these two people movers.
The Ford steers better through the slalom than its trucky design implies, with a precise and quick response to inputs that makes weaving around the cones an almost point-and-shoot process. One tester even said of it: “[The Freestyle] doesn’t have as much delay in the steering as I would have expected for this class of vehicle. In fact, steering response is pretty exceptional for a box like this.”
The Honda’s steering, on the other hand, feels much slower, making the Odyssey a lot less controllable through the slalom.
Both vehicles display some body roll, though we can’t say which is worse. And both produce very little dive on braking.
Now, if these were sports cars we were pitting against each other, we might have finished our data collection right there at the track and declared a winner. However, with both the Freestyle and the Odyssey, of bigger importance is how well each vehicle handles—people and their stuff, that is. Because in the end, People and Stuff is the entire point of each vehicle’s existence. And yes, we’re talking the stuff of soccer moms, as in family-friendly.
In just about any review of the Freestyle you’ll read, you will probably come across a passage that says something like: “The Freestyle provides cavernous space for six, with copious cubic feet left for cargo.” And it’s true. The difference, however, is that it doesn’t even come close to the Odyssey.
With all the seats deployed in their upright positions, the Freestyle has 22.5 cubic feet of cargo room in back; that grows to 47.3 if you fold the third row. To compare, the Odyssey provides 38.4 and 91.1 cubic feet of space in respective configurations. Stow all the seats, and the Odyssey dwarfs the Freestyle, with 147.4 cubic feet of space vs. 91.7—and that includes folding the Ford’s front passenger seat.
On a straight-up interior volume basis, the Odyssey eclipses the Freestyle by 55.8 cubic feet, with a full 206.1 cubic feet of space for passengers to stretch out in. The Honda achieves this by adding 2.7 inches more width than the Ford (77.1 vs. 74.4), but just 1.2 inches of overall length (201.0 vs. 199.8) and 0.6 inch more height (68.8 vs. 68.2).
Then there are all the available family-oriented features you can’t get on the Ford, like power sliding doors (frees up your hands); XM satellite radio (for Radio Disney, of course); navigation system (to help with family road trips); a retractable center tray and removable second-row console (providing access to the rear seats); adjustable second-row seatbelts (better for the little ones); and up to 17 cupholders. (Okay, no one needs that many. Ford’s 12 should suffice.) To add insult to injury, the minivan even has a higher maximum towing capacity than the truckier crossover, at 3500 pounds vs. the Ford’s 2000.
What it all comes down to is this: We look at which vehicle fulfills its purpose better, not necessarily which is the fastest or nimblest or sportiest. Sure, all those things matter, and even contribute to making a vehicle safer (the ultimate family-friendly feature). To this end the Ford does have one big leg up on the Honda, especially with its available all-wheel drive. But in the end, the win goes to the Odyssey, by a hair—and that’s nothing to be embarrassed about.
--------------------------------------------------------------------------------
OTHER VIEWS
> So the Odyssey squeaks by the Freestyle with a more family-friendly package, but what about price? That’s a big factor when it comes to family budgets, and the difference—almost $7,000 as-tested—is significant. I’d go with the Ford (even though it still looks like a minivan, and yes, that matters), get better performance, and use the leftover money to take the kids to Disney World. —CARRIE ROCA
> For seven grand less I’ll take the Freestyle, no question. Yeah, the engine could use more go, but it’s basically a good-looking, fine-handling trucklet. The last two Odysseys I drove had problems, both electrical: One had a navigation system that only worked when it felt like it, the other had power doors that would open and close only when they were good and ready. Overall, I think Ford is on the right path with the Freestyle.—WES RAYNAL
> This is not a chicken-or-egg decision, which almost makes this a look at two separate and distinct—and good—people movers. Were I forced to choose, I’d take the Odyssey. As a former owner, I know I can’t go wrong. And when you have a company as committed to engineering as Honda is, you know this starts at the top and is made better. Still, Freestyle doesn’t carry with it that minivan stigma... —DUTCH MANDEL
> As much as the Odyssey is the hands-down king of minivandom, I’m more impressed by Ford’s first stab at a Pacifica-like all-purpose wagon. Sure, I’d like more grunt, but the Freestyle is practical and economical without eschewing the sporty side of the suburban driveway. A minivan is a minivan is a minivan, but you’ll never confuse the Freestyle with daddy’s Country Squire. —BOB GRITZINGER
HONDA ODYSSEY TOURING
BASE PRICE (includes delivery): $35,010
AS-TESTED PRICE: $35,010
ENGINE
Front-transverse 3.5-liter/212-cid sohc V6
Output: 255 hp @ 5750 rpm, 250 lb-ft @ 4500 rpm
Compression ratio: 10.0:1
Fuel requirement: 87 octane
DRIVETRAIN
Front-wheel drive
Transmission: Five-speed automatic
Final drive ratio: 4.428:1
CHASSIS
Unibody minivan
DIMENSIONS
Wheelbase: 118.1 in
Track (front/rear): 66.7/66.8 in
Length/width/height: 201.0/77.1/68.8 in
Curb weight/GVWR: 4634/5952 lbs
SUSPENSION
Front: MacPherson struts with coil springs, gas-charged shock absorbers, antiroll bar
Rear: Double wishbone with coil springs, gas-charged shock absorbers, antiroll bar
BRAKES/WHEELS/TIRES
Discs front and rear, ABS with EBD; aluminum 235/710 R460A Michelin Energy LX4 PAX
CAPACITIES
Fuel: 21.0 gal
Cargo: 38.4 cu ft
OPTIONS AS TESTED
None
STANDING-START ACCELERATION
0-60 mph: 8.90 sec
0-100 km/h (62.1 mph): 9.45 sec
0-quarter-mile: 16.88 sec @ 83.1 mph
ROLLING ACCELERATION
20-40 mph (first gear): 2.9 sec
40-60 mph (second gear): 4.7 sec
60-80 mph (third gear): 7.9 sec
BRAKING
60 mph-0: 131 ft
HANDLING
490-foot slalom: 40.9 mph
Lateral acceleration (200-foot skidpad): 0.76 g
FUEL MILEAGE
EPA combined: 22.95 mpg
AW overall: n/a
INTERIOR NOISE (dBA)
Idle: 45
Max first gear: 72
Steady 60 mph: 65
--------------------------------------------------------------------------------
FORD FREESTYLE SEL
BASE PRICE (includes delivery): $27,070
AS-TESTED PRICE: $28,015
ENGINE
Front-transverse 3.0-liter/182-cid dohc V6
Output: 203 hp @ 5750 rpm, 207 lb-ft @ 4500 rpm
Compression ratio: 10.1:1
Fuel requirement: 87 octane
DRIVETRAIN
Front-wheel drive
Transmission: Continuously variable transmission
Final drive ratio: 4.98:1
CHASSIS
Unibody four-door crossover
DIMENSIONS
Wheelbase: 112.9 in
Track (front/rear): 64.6/65.0 in
Length/width/height: 199.8/74.4/68.2 in
Curb weight/GVWR: 3959/5520 lbs
SUSPENSION
Front: MacPherson struts with coil springs, gas-charged shock absorbers, antiroll bar
Rear: Multilink with coil springs, gas-charged shock absorbers, antiroll bar
BRAKES/WHEELS/TIRES
Discs front and rear, ABS with EBD; aluminum 215/65R-17 Continental ContiTouring Contact EcoPlus
CAPACITIES
Fuel: 19.0 gal
Cargo: 22.5 cu ft
OPTIONS AS TESTED
Safety package including anti-theft system, driver/passenger side-curtain airbags ($695); reverse sensing system ($250)
STANDING-START ACCELERATION
0-60 mph: 8.15 sec
0-100 km/h (62.1 mph): 8.60 sec
0-quarter-mile: 16.25 sec @ 88.0 mph
ROLLING ACCELERATION
20-40 mph: 3.2 sec
40-60 mph: 4.2 sec
60-80 mph: 6.0 sec
BRAKING
60 mph-0: 129 ft
HANDLING
490-foot slalom: 42.2 mph
Lateral acceleration (200-foot skidpad): 0.72 g
FUEL MILEAGE
EPA combined: 22.64 mpg
AW overall: n/a
INTERIOR NOISE (dBA)
Idle: 43
Max first gear: 75
Steady 60 mph: 64
Team Mustang Source
Joined: March 30, 2005
Posts: 3,643
Likes: 0
Very cool report. My wife and I are looking at a Freestyle or explorer. She has an Element now but is kind of unhappy with it. A lot of the design features are kind of quirky. The AWD is great but that is far outweighed by the annoying doors and ride quality.Thanks Evil Capri!
Team Mustang Source
Joined: March 30, 2005
Posts: 3,643
Likes: 0
Originally posted by Fordracing200@May 3, 2005, 3:22 PM
Andy, have u test drove a Ford 500 yet?
Andy, have u test drove a Ford 500 yet?
Shelby GT500 Member
Joined: March 10, 2004
Posts: 2,586
Likes: 2
From: Sherman, TX
Good read about the Freestyle. I have a buddy that owned (bought new) an Odyssey and it was the worst POS he ever bought. Oil leaks and severe transmission trouble. He ditched it and got a Town & Country Minivan.
The only real negative I read was actual cargo space, which is something I would expect having a semi-SUV vs a cargo-like mini van.
The only real negative I read was actual cargo space, which is something I would expect having a semi-SUV vs a cargo-like mini van.
Cobra Member
Joined: April 21, 2005
Posts: 1,274
Likes: 0
I've been driving a 500 for a demo since they were introduced. I previously drove nothing but pickups and suv's. This is one of the finest cars Ford has ever made, period. the ride and handling are wonderful, getting 25.6 on the hwy at 75 mph. Drove strait thru 1200 miles to FL in Feb and was not fatigued when I got there, drove home 3 days later, same results.
Whenever we get a customer to drive it, they all have the same reaction. What a great car!
Whenever we get a customer to drive it, they all have the same reaction. What a great car!
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