During our time at the New York Auto Show, the folks at Ford took us for a spin in a 2009 Flex. While we weren’t given the opportunity to get behind the wheel, we probably wouldn’t have gleaned a whole lot of valuable driving experience in the miasma that is the Big Apple’s bumper-to-bumper shuffle, but we did take the opportunity to learn more about the vehicle’s interior and many features.
The Flex’s neither fish-nor-fowl exterior is something of a love/hate proposition. Ford’s latest somehow reminds us of a Land Rover Range Rover that’s been capped at the knees and cross-bred with a Mini Clubman. That may sound unfortunate, but the tall wagon shape is actually not unattractive and has a number of unique details (scalloped door skins, matte-finish rear brightwork, and available contrast-color roof), and the square-rigged shape promises good interior space.
(Click through the jump to read on or on the thumbnails below to launch a gallery of Flex in the city images.)
Instead, crawling along in the passenger seat allowed us to focus our attention on the 6-seater inside, which proved comfortable and surprisingly artful. Not surprisingly, our chauffeured ride was one of the high-end Limited models, chock full of options including a leather interior (perforated and done in a particularly nice cross-hatch pattern), airy multi-panel Vista roof (which didn’t noticeably abridge headroom in the second or third rows), Sync, and second row refrigerator/freezer console that replaces the center seating position.
The dashboard struck us as nicely resolved and a step up in material quality from recent Blue Oval efforts (the Edge/Lincoln MKX come to mind), and most of the switchgear feels good to the touch.
This author found both the second and third row seats to be credibly capacious for his 5’ 9” frame. Unlike some other third rows, the Flex’s “way-backs” don’t force one to adopt an uncomfortable “knees up” posture or trigger any claustrophobic feelings—we suspect the Vista roof helps in this department, but the over-the-shoulder view afforded by the stadium-style seating doesn’t hurt, either. Full-size adults can happily occupy the third row, and will find beverage holders and a storage bin for oddments (admittedly capped with a worryingly cheap-feeling lid, though as our evaluator was a prototype, the closure might not be representative of production vehicles). Third row ingress and egress isn’t truly any more or less graceful than its competitors, but the power-flip second row is a nice touch, and we were able to fold one half of the 50/50 split third row while sitting in the other.
Our vehicle was equipped with Sirius Travel Link, a new option that enhances the versatility of the navigation system by including real-time traffic updates, as well as novel applications like gas pricing, movie listings, weather, and sports scores (an additional monthly fee is incurred atop standard Sirius satellite radio packages). It’s an intriguing and easy-to-use system, though we’re not sure how often we’d actually use such features. Predictably, most of the functions are blocked when the vehicle is in motion as a safety feature, so don’t expect your co-pilot to be able to help you save a few cents per gallon or find out how the Knicks did while you’re cruising down the highway. Sync, while not fool-proof, continues to be class-leading technology.
True noise levels would be difficult to assess from our brief ride, as we probably never attained more than 30-35 miles-per-hour in traffic, but the Flex did do a commendable job of keeping New York’s omnipresent din (car horns, pedestrians, construction, etc.) at bay, and it absorbed the fractured road surfaces around the Javits Center at city speeds without issue, even riding on 19-inch wheels.
We can’t comment on perceived power from the 3.5-liter Duratec V-6 (262 horsepower, 248 pound-feet of torque), but suspect that the drivetrain will be adequate but not overwhelming, especially when the optional all-wheel drive system and various accoutrements are larded on. Like the General Motors Lambda crossovers against which it will surely be cross-shopped (GMC Acadia, Saturn Outlook, Buick Enclave, and Chevrolet Traverse), we imagine a more powerful engine option wouldn’t go amiss, especially as there isn’t a manu-matic gear-change feature. For a reference point, we have no reason to believe that the Flex will be any lighter than the Taurus X or Edge (both of which receive the same engine, albeit with marginally different tunings). The X and Edge tender acceptable levels of power, but as the Flex is likely to be marketed as a more upscale offering, we suspect that some customers may want more chutzpah. A turbocharged EcoBoost model is expected next year and might be worth holding out for.
While the Canadian-built Flex won’t hit showrooms until this summer, base pricing has already been tipped at $28,295. An educated guess on our all mod-cons example would be around $42,000. Given its space and unique creature comforts, that’s not a bad value, but it does put the Flex in the thick of some very talented competition, with many carrying badges with greater cachet.
So… how will the Flex fare? Put on your Amazing Kreskin caps and leave us your prognostications in comments.
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