2005 Ford Freestyle

Innovative, purpose-built crossover vehicle

"Freestyle is the crossover done right. We didn't try to adapt an existing minivan or sport utility platform. Freestyle is built from the ground up as a crossover with class-leading spaciousness, seven-passenger comfort, versatility and all-wheel-drive capability.

2005 Ford Freestyle

And through it all, Freestyle will deliver with the value that defines it as a Ford. We believe these strengths give Freestyle the strongest potential to define the crossover market -- much like the Ford Explorer defined SUVs a decade ago." - Phil Martens, Group Vice President, Product Creation, Ford Motor Company

Right Crossover: Ford Freestyle Combines Package, Powertrain, Price

The Ford Freestyle is an innovative, purpose-built crossover vehicle designed to change the automotive landscape with the right package, the right powertrain and the right price when it hits the market in the fall. Freestyle blends the aspirational looks of a sport utility vehicle, the versatility of a minivan and the confidence of an all-wheel-drive sedan.

The all-new Freestyle sets an impressive benchmark for comfort, versatility and safety. It can carry seven adults in comfort. Its fully functional, fold-in-floor third-row seating provides flexible cargo-carrying capacity. And Freestyle is packed with industry-leading safety technology pioneered by Ford and Volvo, including an exclusive three-row Safety Canopy™ side curtain air-bag system.

The versatile new product is a cornerstone in Ford's Year of the Car in 2004. Freestyle is one of five new car and crossover products that will lead Ford showrooms into a dynamic 2005 model year as Ford dealers replace more than 60 percent of their total volume with fresh new vehicles by the end of 2004.

Freestyle - along with the new Ford Five Hundred - will help make Ford one of the industry's largest-volume producers of all-wheel-drive vehicles. It also establishes Ford's position as a leader in advanced transmissions, thanks to its all-new, continuously variable transmission (CVT) that offers smooth shifting, unmatched performance and fuel economy benefits.

Not a Minivan. Not an SUV. Not a Sedan. Freestyle Fits Every Lifestyle.

With attributes of a sport utility vehicle, minivan and sedan, Freestyle's flexibility makes it ideal for active families. The purpose-built crossover has the versatility it takes to be the first choice for typically varied lifestyle scenarios, from a trip to the do-it-yourself warehouse to a weekend skiing.

Freestyle's strengths include:

* The right package with crossover flexibility - dozens of seating configurations - for hauling people, cargo or any combination of both, plus the cargo capacity of a full-size sport utility vehicle with its seats folded
* Natural, upright command seating in all three rows for easy entry and exit, long-range comfort and maximum visibility
* Best-in-class second- and third-row legroom and third-row knee clearance thanks to purpose-built crossover architecture. No competitive vehicle offers as much combined passenger room in three rows of seating as Freestyle
* The right powertrain, with a standard V-6, continuously variable transmission and available all-wheel-drive system for assured all-weather traction and smooth torque delivery
* Crisp, assured handling, thanks to Freestyle's innovative, Volvo-inspired architecture with MacPherson struts, coil-over rear shocks, aluminum dual-piston front brake calipers, rack-and-pinion steering and carefully optimized suspension geometry
* Energy-channeling frame and body structures - also inspired by Volvo - that help protect occupants in collisions
* Optional safety package includes side air bags and the industry-leading Safety Canopy™, providing side-impact and rollover protection for all three rows of passengers. Freestyle's active safety technology, refined through more than 50,000 crash simulations, is expected to help the new crossover earn top safety ratings in government and independent testing.
* An impressive new level of interior craftsmanship - consistent with an increased investment in interior design across Ford's car lines - helps Freestyle offer multiple levels of comfort and luxury, from the SE and SEL to the top-of-the-line Limited.

What Consumers Want Most

"Offering as much interior space as most full-size sport utility vehicles, Freestyle is synonymous with roominess and flexibility," said J Mays, Ford group vice president, design. "But we know that versatile transportation doesn't have to look dull. So we designed this crossover to have a dash of the aspirational look of a sport utility vehicle and enough athleticism to convey that Freestyle is capable of taking you - and enough people and gear to make it interesting - wherever life may lead."

As the industry's volume leader, Ford has come to know what customers love most about their sport utility vehicles - and styling and upright seating with a commanding view of the road are near the top of their lists. Freestyle's rugged, yet refined exterior and "high-package" command seating draw inspiration from Ford's sport utility design DNA. Underneath it all is an optional all-wheel-drive system capable of handling challenging weather and road conditions.

Freestyle is expected to attract buyers who seek sedan-like comfort, drivability and ease of entry and exit, but who need the people- and cargo-hauling capability of a minivan - matched with the security of all-wheel drive.

Freestyle's interior features the greatest flexibility in the crossover class, with room for six or seven adults and a third row seat that folds flat into the floor. No competitive vehicle offers as much combined passenger room in three rows of seating as Freestyle.

Rounding out the crossover equation is sedan-like performance and comfort. Freestyle finds the right formula by combining a European-inspired chassis with a premium car-like cabin that driver and passengers will find easy to enter and exit.

The powertrain tandem of Ford's new wide-ratio, continuously variable transmission and its newly refined Duratec 30 V-6 engine offers surprising acceleration with exceptional fuel economy.

Design and Package: Flexibility Defines Freestyle

Flexibility is at the heart of the all-new Ford Freestyle, which was designed from the inside out with occupants clearly in mind. Freestyle offers innovative storage solutions and dozens of seating configurations to accommodate various combinations of passengers and cargo.

Up front, Freestyle's instrument panel gives the driver and passenger the look, feel and attitude of an off-road-ready sport utility vehicle complete with a robust grab-handle mounted on the passenger side. The contrasting center stack contains all climate and audio controls and is topped with two round air registers reminiscent of the rugged yet refined Ford Expedition design. The flow-through center console houses the floor shifter, two ample cup holders and roomy center storage console. The front bucket seats provide excellent lumbar and lateral support, have adjustable head restraints and are covered in high-quality fabric or optional leather surfaces.

Freestyle provides best-in-class legroom in the second and third rows. The second row is the place to be for long trips, with reclining captain's chairs or 60/40 split-fold seatbacks for added comfort. When captain's chairs are selected, second-row seats are mounted on optional adjustable tracks to increase legroom.

The third row is uncharacteristically comfortable for a crossover vehicle thanks to an innovative package design that includes a raised greenhouse over the third row, combined with a well-packaged independent rear suspension below the floor. Additionally, engineers designed the backs of the second-row seats and optional console to accommodate foot space for third-row passengers. No other vehicle in the segment offers as much total legroom in the first, second and third rows.

"With Freestyle, the goal was 'Not a bad seat in the house,'" said Martens. "We wanted to optimize roominess all around and maintain a comfortable H-point."

The "H-point" is the position of an occupant's hip in relation to the ground and the vehicle's floor. In Freestyle, the H-points are closer to the ground to ease ingress and egress. At the same time, the distance from the H-point to the interior floor is greater than that of its competitors, providing Freestyle's more comfortable, upright seating position.

The third row offers similar people-centered dimensions, with more distance from the H-point to the floor and far more legroom than the competition. In most vehicles in the class, adult-size third-row passengers must sit with their knees wedged tightly against the seatbacks in front of them. Freestyle gives adult passengers real, usable space, with real knee clearance.

Family Design

"If Freestyle bears a resemblance to Ford's sport utility family, it should, and that's a good thing," said Mays. Indeed, Ford is capitalizing on the popularity of its sport utility lineup by designing Freestyle to fit within its No.1-selling family of vehicles.

Yet Freestyle's design is more sculpted than chiseled, more 'capable' than rugged, explain its designers. It was designed to set it apart from minivans with its long hood, high beltline, large wheels and tires, aggressive "grille-guard"-style lower fascia, flared wheel arches, large side mirrors and hefty strap-style door handles.

Freestyle will be offered in three familiar series, starting with a well-equipped SE that includes premium features like 17-inch wheels. The SEL adds appearance accents, as well as dual-zone air conditioning, electronic message center, leather-wrapped steering wheel and shift knob and premium sound system. The top-of-the-line Limited series includes a monochromatic exterior, heated exterior mirrors and interior amenities like an Audiophile sound system, perforated leather seating surfaces and heated seats for driver and passenger.

Particular attention has been paid to the interior of the Freestyle. Interior craftsmanship stands out as a Ford hallmark with all of its new cars in 2004. From the SE and SEL to the top-of-the-line Limited, Freestyle offers multiple levels of comfort and luxury, all with craftsmanship, precision and use of fine materials at the forefront.

Unique perforated leather seating surfaces, with built-in heating elements, give the Limited series a European look. The center stack is faced in a hydrographic burl-pattern wood grain on Limited models. The SE and SEL feature a high-tech, carbon-fiber-look for a sportier, more rugged theme. The mid- and high series also offer a leather-wrapped, console-mounted shift handle and leather-trimmed steering wheel with redundant audio controls.

Although pricing has not been finalized, Freestyle will be positioned very competitively in its class, continuing with Ford's traditional value proposition.

Storage Solutions Abound

One result of designing Freestyle around its users is its abundance of clever storage solutions. For example, a recessed lid atop the instrument panel pops open at the touch of a finger to reveal a convenient storage bin. An optional overhead console in the front row provides room for sunglasses and garage door openers and includes a convex "conversation mirror," a popular feature borrowed from Ford's minivan family that lets the driver direct an eye towards rear-seat passengers.

The first-row console features a power point, handy for recharging portable devices like mobile phones or laptop computers. A small cutout prevents the charger cord from getting pinched when the console lid is closed.

The second-row seats fold down and then flip forward to provide easier access to the third row. The third-row seat folds, flips toward the rear of the car and stows in the cargo floor, creating a level load surface. Levers and straps are clearly labeled for intuitive operation of the folding rear seat, which is available as a full bench or 50/50 split. Second-row seating is available as captain's chairs or 60/40 split bench.

Driving Dynamics

Freestyle's architecture is inspired from a Volvo design, with class-leading torsional rigidity and fully independent suspension to assure quick, responsive handling and a quiet ride. Power comes from Ford's proven Duratec 30 3.0-liter V-6 engine, matched to an all-new continuously variable transmission produced through Ford's joint venture with ZF-Batavia. The combination of stiff chassis, high-torque V-6 and wide-ratio transmission adds up to surprising acceleration and drivability in the Freestyle.

Freestyle will be available with an all-wheel-drive system option. This application uses an electronically controlled, electro-hydraulic Haldex limited-slip coupling positioned just ahead of the rear differential to transfer virtually all available torque to the rear wheels whenever the front wheels slip.

Electronic controls that gather information from the anti-lock braking system and other sensors allow the all-wheel-drive system to react within 50 milliseconds - much faster and more seamless than systems that rely on viscous couplings. Traction control also is available, providing torque transfer from side-to-side. When all-wheel drive isn't needed, Freestyle functions as a front-wheel-drive vehicle.

Its newly refined Duratec 30 engine offers exceptional emissions performance, meeting the much tougher federal Tier II, Bin 5 definition and California LEV II standards for low-emission vehicles.

For comparison, the Environmental Protection Agency's Tier II, Bin 5 designation allows only 5.3 pounds of smog-forming tailpipe emissions over 50,000 miles of driving. The federal Ultra-Low Emissions Vehicle (ULEV) standard allows 11.7 pounds of smog-forming pollutants.

Freestyle's CVT offers advantages not found in traditional automatic transmissions. It uses two variable-size pulleys - one for input from the engine, the other for output to the drive wheels - connected by a metal chain, and constantly varies the effective size of the two pulleys to meet the driving demands of the moment. Electronic powertrain controls, including a sensor on the electronic throttle, constantly monitor the demand for power. When more torque is needed for acceleration or to maintain speed up a steep hill, the transmission seamlessly responds by creating the right gear ratio from an infinite number of possibilities, allowing the Duratec 30 engine to operate at optimum speed.

For ease of ownership, the Duratec 30 doesn't require a tune-up in its first 100,000 miles of operation. The CVT doesn't require maintenance for its first 60,000 miles.

New Standard in Occupant Protection

With the all-new Ford Freestyle crossover vehicle, Ford Motor Company builds on its industry-leading Personal Safety System™, adding new features - including best practices adapted from Volvo - that address impact protection.

Freestyle will be available with Ford's innovative Safety Canopy™, an industry exclusive that offers head protection for all three rows of occupants in side impacts and rollovers.

Ford's industry-leading Safety Canopy™ and other Ford and Volvo safety technologies are expected to help Freestyle earn top crash-test ratings. These independent tests will be conducted after Freestyles reach U.S. showrooms.

Freestyle pays particular attention to side-impact protection, thanks in part to extensive computer crash modeling that allowed safety engineers to optimize the vehicle's energy-management structures. That included using laser-welding techniques to build side pillars that redirect crash forces underneath the vehicle's seats. This energy is further channeled through a cross-car tube derived from Volvo's Side Impact Protection System (SIPS).

As part of the vehicle's sport utility vehicle inspired "high package" seating configuration, the front seats are mounted atop the SIPS tube, which has the additional benefit of creating extra footroom for second-row passengers, improving comfort.

Ford positioned crash dummies in the third row during testing to assess impact performance. Because adults and children both can be expected to use the Freestyle's third-row seats, engineers employed test dummies representing a 6-year-old child, a small adult female and a 95th-percentile male to confirm appropriate protection for all size occupants.

Ford also breaks new safety ground with Freestyle's innovative adaptive steering column that collapses horizontally at two different speeds, based on whether the driver is belted or not. Air-bag deployment is tailored to the position of the driver's seat on the seat track. Using information from impact sensors and weight sensors in the front passenger seat, Freestyle's safety system can choose from one of two deployment speeds, or it can suppress the passenger air bag altogether.
Freestyle Part of Ford Product Barrage

Freestyle is one of five new cars and crossovers set to enter Ford showrooms in 2004. Joining it is the all-new Ford GT supercar, new 2005 Focus, all-new Five Hundred sedan and all-new Mustang.

Freestyle joins an already formidable lineup that includes the Explorer, Expedition and Excursion sport utilities - plus Freestar minivan - reinforcing Ford's industry-leadership position in six- and seven-passenger vehicles.

Ford is confident that Freestyle's "right price" will be key to its broad appeal to a new generation of middle-market American consumers. Pricing details will be announced in the fall.

Driving Dynamics

"The all-new Ford Freestyle does everything you demand as a driver. You want smooth, strong acceleration, confident cornering on nearly any type of surface and firm, predictable braking. With its strong, sophisticated chassis and suspension, Freestyle will provide an enjoyable driving experience that perfectly complements its other capabilities."
- Jan Vulcan, Chief Nameplate Engineer

Refinement Key to New Chassis, Powertrain

Freestyle's driving dynamics represent one of the cornerstones of its crossover character. Although it offers the interior flexibility of a minivan and the presence and available all-wheel-drive confidence of a sport utility vehicle, it boasts a chassis tuned for car-like response.

Freestyle's stiff overall body structure, with its robust and rigid front and rear subframes, allow it to shrug off road imperfections and provide quick and secure response to the driver's steering inputs. Its lower center of gravity, compared with sport utility vehicles, helps minimize body pitch and lean.

Its all-new, continuously variable transmission operates more often in the heart of the engine's torque range, providing quick, off-the-line acceleration. While final fuel economy numbers won't be available until closer to the launch date, Ford expects the new Freestyle to be among the most efficient in its class.

Engineers drew on best practices throughout Ford Motor Company to craft the confident ride and handling that help define the new Ford Freestyle. These include Volvo-inspired chassis, Ford's proven, updated Duratec 30 V-6 engine and the all-new, continuously variable transmission developed with joint-venture partner ZF-Batavia.
Among Freestyle's features are:

* An all-new, continuously variable transmission, marking the auto industry's highest-volume CVT application. It enhances fuel efficiency while providing smooth, stepless operation.
* An improved Duratec 30 3.0-liter V-6 engine, complete with electronic throttle control and delivering 200 horsepower and 200 foot-pounds of torque with less unwanted noise and vibration. Combined with Freestyle's new wide-ratio transmissions, the Duratec engine delivers acceleration that is among the best in its class.
* Available all-wheel drive and traction control that enhance grip and performance on all road surfaces
* A sophisticated chassis design inspired from Volvo that offers high torsional stiffness for crisp handling and a smooth ride
* Lighter weight dual-piston cast-aluminum front calipers that contribute to confident braking

New-Era Transmission

The new CVT will be standard on Freestyle, helping to make Ford the industry's volume leader in CVTs.

CVTs use variable input and output pulleys, connected by a chain loop, to vary gear ratios to meet specific driving conditions.

"The beauty of a CVT is that no matter what speed you're driving, it will always seek out optimal torque," said Ray Nicosia, manager of vehicle engineering for Ford's North American cars and family vehicles. "That's why it feels so responsive - you're never out of the torque band."

Continuously variable transmissions offer several key advantages over traditional "step" automatics, including improved fuel economy and performance.

Both of these advantages stem from the CVT's wider ratio span - the difference between the transmission's highest and lowest gear ratios. Freestyle's CVT has an overall ratio of more than 6-to-1. That compares with 4-to-1 for a typical automatic.

The lowest gear ratio - the equivalent of first gear on an automatic transmission - multiplies engine torque to launch the vehicle from a standing start. The Freestyle's low ratio ensures stronger off-the-line acceleration that will delight drivers.

The highest gear ratio - equivalent to the top gear on an automatic transmission - is used primarily for cruising at steady speeds, maximizing fuel economy. The CVT is expected to deliver as much as 8 percent better fuel economy than a conventional four-speed automatic.

The CVT continuously and precisely adjusts gear ratio to engine speed, maximizing performance under various loads like the sudden mashing of the accelerator pedal or the ascent of a steep hill. Properly equipped, Freestyle also is rated to tow up to 2,000 pounds.

Electronic Brains Do More - And Faster

Freestyle's powerful new powertrain control electronics ensure faster, smoother response to driver inputs.

The new Black Oak controller uses PowerPC machine language and floating-point calculations to perform more tasks more quickly. It monitors data from all of the vehicle's sensors, transmitted along an information highway called a Controlled Area Network (CAN) bus, and reacts accordingly.

Powertrain engineers took advantage of this capability and designed a special calibration for times that the vehicle drives downhill. The system detects whether the vehicle is on a descending grade and adjusts engine speed and transmission ratio to hold a steady speed. And, like most powertrain functions, this is entirely seamless to the driver.

This type of calibration, as well as design of the accelerator pedal components, provides the familiar feel and response of a traditional mechanical throttle linkage, while offering the precise performance advantages of electronic throttle control.

All-Wheel Drive Provides Confident Traction

The CVT is available with an optional, electronically controlled all-wheel-drive system that delivers optimum performance whether on dry, wet or snow-covered roads or traveling through mud or sand.

Normally, the vehicle functions in front-drive mode. But, like the vehicle's other electronic components, the controller continuously monitors information flow along the CAN bus to determine whether AWD is needed. It can react within 50 milliseconds to distribute virtually all of the available torque to the rear wheels.

The all-wheel-drive system begins at the CVT, where a Volvo-built power transfer unit, similar to one on the Volvo XC70 wagon, siphons off torque being sent to the two front wheels and delivers it to the drive shaft that leads to the rear wheels.

"The Volvo technology was a great enabler for us, because it is much more difficult to package all-wheel drive in a passenger car than in a sport utility vehicle or a truck," said Phil Kurrle, design and release supervisor for Ford's family car powertrain subsystems. "Through Volvo's leadership, we now have access to lightweight and compact all-wheel-drive components that have proven their reliability beyond question."

This program represents Ford's largest-ever passenger car application of all-wheel drive and places the automaker alongside niche and luxury vehicle manufacturers as industry leaders in this technology.

Haldex Coupler for Silky-Smooth Torque Transfer

The Swedish-built Haldex coupler works through a combination of hydraulic and electro-hydraulic activation of its internal clutch pack.

When the vehicle is in motion, the drive shaft is in motion as well, driven by the CVT-mounted power transfer unit. If the drive shaft turns more quickly than the output shaft at the rear of the Haldex, oil flow is generated, which produces hydraulic pressure in the Haldex coupling.

This increased hydraulic pressure pushes the clutch plates together, transmitting drive shaft torque through the Haldex unit to the rear wheels.

Because a mechanical pump creates a natural pulsing pressure, the Haldex system incorporates three pistons designed to operate out of phase with each other, evening out pressure waves for seamless, smooth actuation. This is another example of the way Freestyle engineers used technology to achieve a refined driving experience.

The Haldex unit also includes an electro-hydraulic pump that offers still another advantage. If the electronic controller senses impending wheel slip, it can use hydraulic pressure from the electro-hydraulic pump to preload the clutch pack, causing it to engage more quickly. This, too, contributes to a more seamless, smoother performance.

The system is designed to quickly apportion torque between front and rear - up to 100 percent in either direction - as needed, to avoid wheel slip.

"It works very quickly," Kurrle said. "Within one-seventh of a turn of the front wheels spinning, the rear is getting power. This is much quicker than a non-electro-hydraulic, viscous-coupler all-wheel-drive system could achieve."

The system also releases just as quickly, avoiding binding or wheel skid once traction improves.

An optional traction control system - standard with all-wheel drive - allows progressive braking to be applied to each wheel within 100-150 milliseconds of the onset of wheel slip. This precise braking adds side-to-side torque transfer capability.

"With the two systems working together, you can send torque to the individual wheels that have traction," Kurrle said.

In addition, the AWD system's relatively light weight and few moving parts should result in negligible impact on Freestyle's fuel economy, compared with front-drive versions.

Traction for All Conditions, All the Time

The CVT adds its own strengths to the all-wheel-drive system. Because it offers such a broad gear ratio range and automatically optimizes engine torque, the all-wheel-drive system always has plenty of torque on hand to plow through deep snow, mud, sand or other challenging conditions.

All-wheel drive offers advantages on dry or wet pavement as well. Because the system can transfer torque quickly and smoothly away from the front wheels, it helps reduce the type of understeer often associated with front-wheel-drive vehicles.

Traction control adds security to the driving experience by reducing engine power or selectively applying braking to any wheel as needed to enhance steering response. By tapping into sensors at all four wheels, the system even can compensate for use of a space-saver spare tire to maintain all-wheel-drive functionality.

The traction control system seeks to reduce wheel slip by first retarding engine spark, then, if necessary, reducing fuel flow. Finally, it engages selective braking as needed to restore traction. In all-wheel-drive applications, the system uses brake intervention immediately.

"Controllability and stability are important considerations in the way we designed this system," Kurrle said.

Newly Refined Duratec 30

Ford's proven, highly efficient, 3.0-liter, 24-valve Duratec 30 V-6 serves as an ideal match for the Freestyle's new CVT powertrain.

The Duratec 30 has seen numerous improvements, including several unique to the Ford Freestyle.

Even the Duratec manufacturing site is all-new - Ford's Cleveland Engine Plant Number One has been converted to employ flexible manufacturing techniques that provide quality improvements and allow rapid response to market demand.
Clean-Burning, Silent Operation

In addition to delivering excellent fuel economy, the newly refined Duratec 30 V-6 provides the Ford Freestyle with outstanding emissions performance.

"Our emissions level will meet the federal Tier II, Bin 5 definition, which is equivalent to the California LEV II standard," said Kim Jackson, powertrain supervisor. "In particular, the vehicle will have very low evaporative emissions. They are just 25 percent of the current allowable federal standards."

Tier II, Bin 5 represents a very low level of emissions - an "8" on the Environmental Protection Agency's guide to green vehicles. That's close to the "9" or "10" ratings achieved by gasoline-electric hybrid vehicles currently on the market. The standard allows only 5.3 pounds of smog-forming tailpipe emissions over 15,000 miles of driving. In comparison, the Ultra-Low Emission Vehicle (ULEV) standard allows 11.7 pounds of smog-forming pollutants.

This is achieved using less-permeable materials in the fuel system, new charcoal canister technology to capture evaporative emissions and upgraded fuel system and vapor line connectors, which reduce the amount of escaping gas. An onboard vapor recovery system captures gasoline fumes during fill-up, routes them to a storage canister and releases them to the engine to be burned.

The electronic, returnless fuel-line system also helps improve fuel economy and prevent vapor lock that can be caused by hot fuel lines.

Noise, vibration and harshness have been reduced in the Duratec 30 as well.

Computer technology helped engineers design a new dual-mass, dual-mode frequency damper that mounts to the crankshaft at the engine's front end. It reduces both torsional and bending vibrations that could produce noise.

Computer optimization also was used to create the complex shape of the front engine cover, featuring "constrained layer damping." This sandwich of materials absorbs frequencies that might otherwise generate unwanted noise at the front of the engine.

Further engine NVH actions are:

* Application of the industry's first direct-drive water pump
* Use of optimized mounts, including two hydro-mounts for the engine and two roll-restrictor mounts for the transmission, for improved system stiffness
* Use of quieter magnesium cam covers
* Designed-in main bearing clearances that are 6-8 microns tighter for reduced vibration
* Application of an integrated air-fuel module with extensive ribbing for added stiffness
* Incorporation of a resonator in the mass-flow induction system to reduce intake sound at key frequencies

In addition, the engine and transmission are joined by bolts on the engine and by the structural cast aluminum oil pan, contributing to overall powertrain stiffness. By tightly controlling powertrain movement, engineers could tune the engine hydro-mounts to absorb most remaining vibration frequencies, limiting the amount of noise reaching the passenger compartment.

Easy on Maintenance

In addition to smooth, quiet performance, the powertrain was developed to be low-maintenance. For durability and ease of maintenance, platinum-tipped spark plugs, coil-on-plug ignition and plug wires are rated for 100,000 miles of normal use, and the CVT is rated for 60,000 miles before its first routine maintenance.

Suspension Design Key to Ride, Handling

Several factors contribute to exceptional ride and handling. The chassis must be stiff to resist bending and twisting forces, and the suspension must allow long travel to absorb a wide range of road irregularities. Damper, spring and bushing rates must be properly matched to balance ride quality with precise steering. And tires must provide good grip and quiet operation under all driving conditions.

The stiff suspension design for the all-new Ford Freestyle was adapted from a Volvo platform and optimized in key areas using computer-aided engineering.

"Stiffness is a big player in ride and handling," said Nicosia.

Freestyle also offers generous total suspension travel - 3.5 inches of jounce and 4 inches of rebound travel.

"That amount of suspension travel lets you tune the shocks a little bit more," Nicosia said. "You can create a more absorptive suspension for a more comfortable ride."

Rear Suspension Strong Performer

The multi-link independent rear suspension assembly is built on a stout, U-shaped welded-steel subframe that offers the same stiffness and performance as the cast-aluminum Volvo subframe. Its resistance to shaking, bending and other movement under road impact allows shock absorbers, springs and bushings to better do their jobs.

The rear suspension arrives fully assembled (less wheels and tires) from the supplier by way of a plant located at Chicago's "supplier park," near Freestyle's final assembly facility. This helps assure efficient production and manufacturing consistency.

The rear suspension plays a critical role in steering feel and overall chassis response. During heavy braking, it is designed to "dial in" a bit of toe-in, which helps enhance steering stability. Toe-in measures how much the front part of two opposite wheels point toward the center of the car. It generally is associated with front suspension geometry. Applying this precise, but forgiving, design to the rear reinforces the driver's feeling of control, whatever the circumstance.

For additional chassis stiffness in the all-wheel-drive platform, which carries the extra load of a rear differential, the engineering team added a small lateral brace that joins the two sides of the subframe.

Lower control arms on all-wheel-drive models are made of hydro-formed steel and are extra stiff to resist both lateral and longitudinal forces. Lateral stiffness in the lower control arms is one of the most important factors affecting handling response. Hydro-forming ensures these critical parts provide exceptional strength for their weight.

Weight is less of a concern in front-wheel-drive versions of the vehicle, so stamped steel lower control arms are used. The suspension knuckle is made from cast aluminum.

Tuned Bushings Ensure Smooth Ride

The stiff control arms are mounted using tuned suspension bushings, which absorb fore-aft forces generated by road seams and sharp bumps. A soft bushing at the front end of the trailing link also soaks up longitudinal shocks.

The attention to ride and handling is evident in the rear suspension, which uses 30 different bushings - each designed for its specific task - and one ball joint located at the point where the upper control arm meets the aluminum suspension knuckle.

"With suspension geometry optimized, one area where you can really improve ride and handling - and customer satisfaction - is through bushings," Nicosia said. "Computer analysis helped us determine the characteristics we wanted from each bushing, and new manufacturing techniques let us achieve these characteristics."

One critical rear-subframe bushing is the front mount of the upper control arm. It incorporates a steel central tube surrounded by a rubber ring that has voids cast into it toward the front and rear of the vehicle. This asymmetric design offers less resistance to longitudinal forces - up to 6 millimeters of total recession - while providing firm control in other directions. It is mounted into a recess in the steel subframe.

In the case of all-wheel-drive models, the rear subframe is joined to the chassis by four isolated mounts to prevent vibrations from reaching occupants. Structurally strong shear-style brackets provide crash strength and stiffness.

Front-wheel-drive versions of the rear subframe are hard-mounted to the body.

Front Suspension - Road Tamer

The front suspension uses MacPherson struts, with a rearward-facing L-arm.

"This design is important for a couple of reasons," Nicosia said. "It gives you the maximum amount of room in front of the suspension to manage crash energy. It also gives you the ability to tune the front suspension for responsive steering and a smooth, comfortable ride."

As with the rear suspension, individually tuned bushings play a critical role. Final bushing rates were determined through a combination of CAE modeling and real-world ride testing.

One key bushing is located at the rear of the lower control arm. This "hydro-bushing" uses oil-filled internal chambers to damp road forces before they can reach the passenger compartment. "It acts like a small shock absorber," Nicosia said.

A large bushing at the top of the MacPherson strut mount is tuned to resist vertical or axial movements that occur as a result of uneven surfaces, but also to resist side deflection to maintain a crisp steering feel and fight front-to-rear movement in support of firm braking.

Tires, Vehicle - The Perfect Match

Tires are an important component in tuning ride and handling. Seventeen-inch wheels with P215/60R17 Continental tires are standard on the Freestyle, with 18-inch wheels and P225/55R18 Pirelli tires standard on the Limited series.

The 17-inch tires are designed to offer a blend of ride comfort, quiet operation, plush rolling feel and precise steering response. The 18-inch Pirellis provide a bit more steering feel and a sportier ride without excessive noise or harshness.

Both brands also offer solid performance in rain and snow.

Confidence-Inspiring Steering

The rack-and-pinion steering system is tuned for relatively light effort and reasonably quick response, with a steering ratio near 16-to-1.

"You don't have to turn the wheel very far to go around a tight corner in the city," Nicosia said. "About 180 degrees of movement is all you normally will ever need, even for tight turns. This helps reduce driver fatigue because you're not constantly cranking the steering wheel."

Steering effort also is important.

"People like a steering effort that builds up in a linear fashion as you turn the wheel," Nicosia said. "That helps you judge where you're at, when the wheels come back to center. You always want the steering wheel to generate some response - for example, in on-center steering you should get steering response before you move the steering wheel 5 degrees. But it's not so touchy that it's hard to drive in a straight line."

Variable power assist wasn't required to make parking easier, as can be the case with heavier trucks and SUVs.

The torsionally stiff steering column improves steering response and the feel of the steering wheel in the driver's hands by reducing vibration. It also rapidly and directly transmits the driver's input from steering wheel to steering gear. There's little "wind-up" in the system.

In fact, part of Ford's dynamic engineering philosophy is to reinforce the driver's feeling of confidence through a reassuring motoring experience.

"When people feel like the vehicle is reacting intuitively to what they want it to do, it takes some of the stress and fatigue out of driving," Nicosia said.

Confident Braking

Braking feel and response are crucial to the confident driving experience that engineers sought for the Freestyle. They achieved this by maximizing the size of the four-wheel-disc brake rotors, using dual-piston aluminum calipers on the front brakes, selecting high-friction brake pad materials and fine-tuning the brake system components.

The standard anti-lock braking system improves performance on slippery surfaces, and electronic brake force distribution continually optimizes balance between the front and rear brakes across the range of road surfaces and vehicle load conditions.

New Brake Pads: More Friction, Less Dust

One of the team's first collaborative projects was to help develop a new Ford standard for brake pad performance.

Pad material directly affects braking feel and performance. Until recently, the quest for shorter stopping distances and superb feedback meant accepting dirty wheels because of high levels of brake dust associated with high-friction pad materials.

The Ford Freestyle takes advantage of new low-metallic pad materials' high-mu levels - "engineer speak" for high friction - to achieve strong, reassuring brake performance, while generating far less dust than other pads with comparable friction.
New Front Calipers for Quicker Response

The front brake calipers are made from cast aluminum and use two pistons on each wheel - a common feature in high performance and sports cars.

The aluminum calipers weigh 10.8 pounds less than cast iron single-piston calipers of comparable size. In addition, they deliver the stopping benefits of the dual 45 mm pistons and the heat-shedding properties of aluminum.

Spreading the braking force over two pistons reduces uneven lining wear and promotes even wear of the rotor, enhancing durability and reducing vibration.

There's a dynamics benefit, too.

"By using two smaller pistons, we achieve more precise control of the piston movement," said Joe Kurcz, braking supervisor for the Ford Freestyle.

"We can keep the brake pads closer to the rotors when they are not in use. That means there's less brake pedal travel before you feel the initial bite of the pads against the rotor. This improves braking feel and driver confidence."

Because only a small protective rubber piston "boot" is required, pistons don't pull away as much from the rotor when the brake is released, allowing the pads to remain closer to the rotor for quicker activation when braking is needed.

To ensure that the brakes retain their feel and performance during repeated hard stopping, the brake pistons use a combination of phenolic coating - which helps prevent heat transfer to the brake fluid - and stainless steel. The majority of heat generated during braking is absorbed by the rotors and dissipated.

The parking brake is integral to the rear caliper, rather than employing a separate parking brake drum. The parking brake cable actuates a ball-and-ramp cam in the rear brake which echanically applies the brake pads.

Large Wheels Mean Larger Rotors

The 17-inch standard wheels on the Ford Freestyle allowed brake engineers to specify a large rotor size. The front brake discs are 315 mm (12.4 inches) in diameter by 28 mm (1.1 inches) thick. The rear brake discs are slightly larger - 330 mm (13 inches) in diameter by 11 mm (0.43 inch) thick.

The front rotors are larger than those on the Ford Crown Victoria. The front rotors offer 408 centimeters2 (63.3 inches2) or swept braking area. The rear rotors have 380 centimeters2 (58.8 inches2) of swept area.

Brakes Are Stiffer, Too

Total system stiffness and a reduction in wasted pedal travel are important to achieving a premium, confident braking feel.

"We made a breakthrough on the overall pedal stiffness," Kurcz said. "We benchmarked pedal force versus deflection of the best vehicles on the market. Based on our findings, we made significant increases in stiffness within the brake pedal assembly, which directly relates to improved pedal feel."

One particularly important vehicle design element that also helped brake system engineers achieve the "feel" they wanted, was the very stiff dash panel designed into the Freestyle.

"Since the brake pedal assembly attaches to the dash panel, the reduced flex in this critical area results in reduced pedal travel at any given brake force, a direct improvement to pedal feel and braking confidence," Kurcz said.

Another key to achieving the right braking feel was reducing "lash" or wasted movement in the system. The team tightened up several tolerances, including the actuating rod in the master cylinder and bushings in the brake linkage.

Braking force also often is wasted in the flexible brake lines. But the Freestyle addresses this through the use of a premium material that expands minimally under pressure.

A number of tests helped engineers focus on results they wanted. One repeatedly measured pedal travel and pedal force performance up to 0.7 g of deceleration - the equivalent of a very firm stop in traffic.

"We also do what we call the gorilla stomp test. We hit the brake pedal with 350 pounds of force, and there can be no permanent pedal deflection - no permanent damage to any of the parts," Kurcz said. "People rarely use the full braking power that's available. With the Freestyle, you can really stand on the brakes with confidence, if you have to."

Design

"The new Ford Freestyle offers the best of all worlds - the presence and command seating position of a sport utility vehicle, the driving ease and comfort of a passenger car and the people-friendly flexibility of a minivan. It truly was designed around its occupants. We looked carefully at the way families actually used their vehicles and how they would love to use them. Our computerized tools helped us achieve a more flexible design than anything we've ever done, with generous interior space and storage options."

- George Bucher, Chief Designer

Ford Freestyle - Industry's First Purpose-Built Crossover

The all-new Ford Freestyle has a critical advantage over its competitors: It was designed from the ground up to be a crossover vehicle. Because it wasn't derived from an existing minivan or sport utility platform, there are no compromises in its design, drivability and packaging versatility.

By engineering Freestyle with buyers in mind, Ford is the first to fully deliver on the crossover's mission: to provide the confidence and capability of a sport utility vehicle, the versatile interior of a minivan and the drivability and comfort of a premium sedan.

Because it is purpose-built, designers weren't faced with the impossible task of disguising a minivan or sport utility vehicle in creating the Freestyle. As a result, the new model takes its natural place among Ford's other showroom leaders - the new Freestar minivan and best-selling Explorer - without excessively overlapping either one. It is instantly recognizable inside and out as a Ford, with design, comfort and package features that resonate with the brand's loyal customers.

Freestyle is designed to appeal to growing families, as well as those who appreciate the image of a sport utility vehicle but don't do the kind of rugged off-roading or heavy towing better suited to a body-on-frame design. The emphasis is on functionality and comfort, with seating for six or seven passengers available in all trim levels.

Among Freestyle's design highlights are:

* A purpose-built architecture meant to satisfy the emerging crossover market, melding the best attributes of sport-utilities, sedans and minivans
* A road presence that evokes Ford's rugged sport utility vehicle family but combines the comfort and accessibility of a sedan
* An innovative platform inspired by Volvo that enabled breakthrough interior features like the fold-flat third-row seat and myriad creative storage solutions
* Dozens of interior seat configurations, for complete flexibility when hauling people, cargo or a combination of the two
* A natural, upright seating position in all three rows, providing good outward visibility for up to seven passengers and maximum comfort for all on long drives
* Lower entry height than a sport utility vehicle, for ease of entry and exit
* Best-in-class legroom in second-row seats - captain's chairs or split bench
* Best-in-class third-row legroom and knee clearance to accommodate two adult passengers
* Best-in-class cargo volume with all seats folded
* Measurably improved quality, thanks to the Total Vehicle Geometry protocol used during the design process

Interior Combines Comfort, Capability

Flexibility is the mantra of the all-new Ford Freestyle, which offers innovative storage solutions and dozens of different seating configurations that handle nearly any combination of passengers and cargo. This versatility is wrapped in a design that communicates the road-going confidence of a sport utility vehicle with the roominess of a minivan, while carving out a whole new niche of its own.

Comfort is measured in many ways. In the all-new Freestyle, it comes through in the naturally upright seating position, great outward view available to all occupants, soft and supportive seats, easy-access storage that cleans up clutter and surprisingly generous interior dimensions.

Freestyle offers best-in-class legroom in the second and third rows, and the middle-row seats recline up to 12 additional degrees for added comfort. Hip and shoulder room are among the most generous in the crossover class.

By mounting front seats on the safety-related cross-car beam, Freestyle engineers found a clever way to enhance footroom for second-row passengers. Second-row legroom can be enhanced with optional track-mounted seating. The third row also has the most overall seating room in the class.

The design provides more than enough space for the 95th-percentile American male - who stands 6-feet-2-inches - to find comfort in every row. This is increasingly important as the population moves toward larger-size adults. At the other end of the spectrum, Freestyle's adjustable seating, tilt steering wheel and optional power-adjustable pedals make it possible for smaller-stature people closer to 5 feet in height find a safe, comfortable driving position.

Designed Around People

"The all-new Ford Freestyle was created from the inside out," said chief designer George Bucher. "Our most important considerations were function and execution because those are the attributes our customers will appreciate most."

Using sophisticated digital modeling tools, designers built a virtual interior to suit the needs of up to seven adults. That's why Freestyle offers class-leading legroom in the second and third rows, places where many competitors skimp.

In fact, no other vehicle in the segment offers as much legroom in the first, second and third rows combined. Head and shoulder room in all three rows is comparable to many, broader competitors on the market.

H-Point Center of Attention

These aren't the only measures of comfort, however. Another dimension helps illustrate the advantages of Freestyle's natural, upright seating position. This measure examines the "H-point," or the position of an occupant's hip in relation to the ground and the vehicle floor. In Freestyle, the H-point is closer to the ground than those of its sport utility-based competitors, easing entry and exit. Occupants don't climb into the Freestyle, they simply sit at a natural height and close the door.

The distance from the H-point to the floor is reflective of Freestyle's more upright seating. In the second row, for example, the distance between the H-point and the heel point - where the occupant's foot touches the floor - is 15.7 inches. This is about 2.5 inches more than the nearest competitor and more than 4 inches greater than some vehicles in its class. This means Freestyle occupants sit comfortably, not at an awkward angle.

The third row similarly is designed around people, with more distance from the H-point to the floor and far more legroom than the competition. In most vehicles in the class, adult-size third-row passengers must sit with their knees snug against the second-row seatbacks. Freestyle gives adult passengers genuinely usable space with real knee clearance.

To enhance third-row comfort, four cup holders and small storage bins are conveniently within reach. The third row is raised slightly, providing a "theater seating" effect that improves sightlines. The optional auxiliary climate control lets second- and third-row passengers create their own heating and air-conditioning zones.

Right Controls, Right Place

Ergonomics are an important contributor to comfort, especially on the kind of long road trips Freestyle invites. This field of study in the science of car design can seem like simple common sense - until you get it wrong. To guard against that, Ford engineers employed a computer design tool called the digital buck to determine optimum locations for door handles, armrests, seat and window regulators, cup holders and other frequently used items and controls.

Driver comfort is enhanced through a power six-way adjustable seat, tilt steering wheel, optional adjustable pedals and (on Limited models) optional two-user memory for seat, pedal and exterior mirror position settings. The Limited offers eight-way power adjustment for the driver's seat, with power recline and fore/aft adjustment for the front passenger. The power driver's window has one-touch operation both up and down. A power moon roof is available on SEL and Limited series.

Ford also used virtual reality technology to develop Freestyle's interior and verify that gauge and control placement would accommodate most drivers and passengers. "We use a tool called the Digital Occupant that allows you to 'sit' in any seat in a virtual car and experience the environment," said Chris Civiero, ergonomics engineer for the Ford Freestyle.

The user wears a video headset and sits in a seat taken from the vehicle. Everything else - buttons, switches, pedals - is generated electronically as part of the virtual environment.

"This software has the ability to scale the user," said Civiero. "For example, I can 'become' the 95th-percentile male and check to see if I can comfortably use all of the controls. Then I can change the program so that I become the 5th-percentile female and make sure everything is still within reach."

Using this tool, Civiero spent hours at every seating position Freestyle offers, studying and refining the vehicle from an occupant's perspective.

Fold-Flat Seating

The ergonomics studies helped refine operation of the flip-and-fold rear seats. The second-row seats fold down and then flip forward to provide easier access to the third row. This function operates using large lever-style hand controls. As the seats flip forward, hydraulic struts support them.

The third-row seat folds, then flips toward the rear of the car for stowage into the cargo floor. This provides a level load surface without having to move the cargo floor. Clearly labeled levers and straps make operation intuitive.

"We have good consumer testing results for the usability of our seats," Civiero said. "We think they're the best in the industry."

The third row is available as a solid bench seat or with optional 50/50 split. Stowing the third row into the floor and folding the second-row seats creates a flat loading surface and the largest cargo area in the crossover class. The front passenger seat also folds forward for additional cargo room. On vehicles equipped with second-row captain's chairs, the center console lid flips forward to complete the flat load floor.

The ability to fold the second- and third-row seats and the front passenger seat in Freestyle provides over 9.5 feet of open, pass-through storage capability. For everyday shopping, the cargo area features grocery bag hooks.

Two Suits Tell Story

Getting even closer to real life, the ergonomics team also dressed Freestyle engineers in two specially designed suits so they could experience the vehicle the way specific consumer groups might.

The Third Age Suit simulates the limited mobility of the elderly or others with physical handicaps. It includes special goggles that give a sense of the vision challenges faced by those with cataracts. The Third Age Suit helped spawn such design elements as Freestyle's upright seating, oversized strap-style exterior door and hatch handles and crisp, clear instrument panel graphics. Strap-style handles allow users to grab from above or below the handle - whichever is more comfortable and convenient - and use more of their large muscle groups to pull the door open - important for people with reduced hand strength.

The Pregnancy Suit allows anyone to get a feel for how late-stage pregnancy can affect mobility. "We call it the 'empathy belly,'" Civiero said. "It even puts pressure on the bladder."

The Pregnancy Suit helped illustrate the benefits of the Freestyle's upright seating, easy entry and exit and adjustable steering wheel, accelerator and brake pedals. It also was used extensively to evaluate ease of access to Freestyle's second- and third-row seats.

Look, Feel Communicate Freestyle's High-Quality Message

"My job is all about execution," Bucher said. "You can't separate the two - appearance and execution are linked. You communicate quality immediately by starting with things like materials, colors, texture and graphics. These attributes will be apparent to consumers the moment they open the door."

Studies guided Freestyle's engineers in rating interior and exterior design elements. The things people use most often - turn signals and radio and climate controls - must be placed correctly, offer reassuring operation and be pleasing to the touch. Metal plating on key controls provides durability and a positive "feel." A new graining pattern results in a more random, modern look. Special paints create soft-touch surfaces on the instrument panel and doors.

Wood-grain appliqués feature a contemporary random burl pattern - a light color in tan interiors and a red-tone in gray interiors - that communicates quality. Straight grains can look dated or artificial, which would clash with Freestyle's contemporary styling.

In general, lighter tones create an open, inviting atmosphere inside the Freestyle's generous cabin.

Clever Nooks, Crannies

One result of designing Freestyle around its users is the abundance of clever storage solutions. Within easy reach of the driver are:

* A recessed storage bin atop the instrument panel that opens at the touch of a finger and holds items like plane tickets, maps, clipboards, cell phones or calculators
* A door pocket that can accommodate a collapsible umbrella or three-ring binder
* A bottle holder, molded into the door, suitable for 20-ounce drink containers
* A center console storage bin, large enough for paperwork and a laptop computer, includes a provision for routing the computer's recharger cord to one of two front-row 12-volt outlets
* A shallow coin tray near the console-mounted shifter
* Holders for coins and CDs inside the center console
* Two cup holders on the center console
* An optional overhead console with storage for sunglasses and garage door openers, plus a convex "conversation mirror" that lets the driver see passengers in the rear seats

Other storage includes:

* A lighted glove box, with damped door for quiet operation
* A second-row console (available with six-passenger seating)
* Map pockets incorporated into the backs of front seats
* Storage pockets in all doors, with molded-in bottle holders
* A storage bin in the rear quarter panel trim (standard on most models)
* A third 12-volt power outlet in the rear cargo area
* Four tie-down loops in the cargo area, with cargo net optional
* A total of 12 cup and bottle holders, wide at the top and narrow at the bottom to accommodate giant-size convenience store soft drinks and ensure smaller drink containers stay planted

Easy-to-Grasp Controls

The radio and instrument panel typically get a lot of attention from the driver, putting them high on the Freestyle design team's list as well.

"My top priority is the driving task - the ability of the driver to operate the vehicle safely, to operate in the driving environment," Civiero said.

As a result, Freestyle offers intuitive controls, uncluttered by fancy graphics or requiring a lot of study to operate.

"On the sound system, we know people use their radio preset buttons more than the scan button for finding stations," Civiero said. "You design the faceplate layout with that in mind. You definitely don't want to force someone to go through a deep menu on the radio display while they're driving."

Short arms were on Civiero's mind when it came to the optional ceiling-mounted DVD player.

"An adult could easily reach the video controls if they were mounted on the overhead DVD unit, but a child couldn't," he said. "That's why we have a hand-held remote control. Kids as young as 5 years old are very comfortable with using remote controls - they're probably better at it than their parents!"

Volvo's influence is apparent in Freestyle's use of two steering-column stalks - one on the left for turn signals, one on the right for wipers.

Other important controls are placed in intuitive locations - the rocker switch for adjustable pedals is on the instrument panel near the headlamps, and the remote mirror control is on the "sail" panel at the front of the driver's door. Each seating position gets a reading lamp that provides even, glare-free lighting.

The window controls use an intuitive "push down, pull up" design.

For driver comfort, the Freestyle has a tilt steering wheel and a six-way adjustable seat that allows up-down, fore-aft and tilt-forward-and-back movement. A short-throw lever makes it easy to dial in lumbar support.

"We really made an effort to improve access and usability of that lumbar support control," Civiero said. "Just 90 degrees of movement gives you adjustment from zero support to full support."

Capable Design

"Offering as much interior space as most full-size sport utility vehicles, Freestyle is synonymous with roominess and flexibility," said J Mays, Ford group vice president, Design. "But we know that versatile transportation doesn't have to look dull. So we design this crossover to have a dash of the aspirational look of a sport utility vehicle and enough athleticism to convey that Freestyle is capable of taking you - and enough people and gear to make it interesting - wherever life may lead."

Exterior Design

Freestyle's upright stance is suggestive of a sport utility vehicle. Its front fascia features a classic trapezoidal, diamond-patterned Ford grille, with aggressive lower ducting and integral fog lamps on SEL and Limited models. The grille features bright trim on SEL and Limited, while the SE model gets a body-color surround. The lower fascia suggests a grille-guard type effect without being overly aggressive.

Large, prominent exterior mirrors enhance side visibility. Door handles are body color on SEL and Limited models and black on the SE. Side moldings are body color.

The standard 17-inch, aluminum wheels - painted, seven-spoke on SE and polished, fifteen-spoke on SEL - and optional five-spoke 18-inch bright alloy wheels (standard on Limited) provide rugged cues and are framed by large, flared wheel arches.

Contrasting lower body cladding and rocker panels on the SE and SEL series reinforce this rugged theme, while the Limited's body-color cladding offers a more refined appearance. The large, sturdy roof rack provides a convenient place to tie down cargo, while complementing the Freestyle silhouette.

The rear emphasizes the step bumper and split hatch. Taillights follow the same simple geometric lines as the headlights, with rounded top corners and sharply angled bottom edges.

Insider Information

Inside, the grab bar over the glove box and metal surfaces around the dash vents reinforce the theme of confident capability.

Perforated leather seating surfaces with built-in heating elements for cold-weather comfort give Freestyle Limited a unique European look and feel. Seats in the SE and SEL are cloth-trimmed.

On the Limited series, the center stack is faced in a burl-pattern wood grain. On the SEL and SE series, a carbon-fiber-like texture lends a high-tech flare to the instrument panel.

The mid- and high series offer a leather-wrapped steering wheel with redundant audio controls and leather-clad console-mounted shifter. Chrome door handles add to the interior's elegant appearance.

Bucher sees the Freestyle defining this new consumer segment in much the same way Explorer set the bar for the SUV market in the 1990s. "There's nothing like it out there. There are sporty vans, but there's nothing like our capable, adventurous Freestyle, with three seats and room for six or seven passengers."

Safety

"Just as the interior of the new Ford Freestyle was designed around the occupants, the overall body structure was engineered for safety. We knew right from the start that it was going to perform well in real-world crash situations. This was supported by the results from extensive computer modeling and confirmed by crash testing. We feel this will be among the safest vehicles on the road. That's critical to me as a parent, as well as an engineer, because I have three children under age 11."

- Chris O'Connor, Crash Safety Supervisor

Freestyle is Segment's Safety, Security Leader

Freestyle starts with the notion that nothing is more important in a family vehicle than safety.

To position Freestyle as one of the safest and most secure vehicles in the crossover class, Ford packs in all the elements of its Personal Safety System™, as well as offering its innovative Safety Canopy™ rollover protection system in the new model.

Safety restraints were refined through more than 50,000 crash simulations.

The result is a crossover that combines several active and passive safety systems to exceed all current federal safety standards for front-, side- and rear-impact performance.

When equipped with optional side air bags and Safety Canopy™, Freestyle is expected to earn top crash-test ratings. These independent tests won't be conducted until after the new model hits U.S. showrooms.

Among the Freestyle's safety systems are:

* Energy-channeling frame structures engineered by Ford and Volvo that help absorb crash forces before they reach the passenger compartment
* A strong roof cross-member and energy absorbing cross-car tube that provide exceptional side-impact protection
* Available side air bags and Safety Canopy™ for industry-leading head and chest protection for occupants in all three rows during side impacts and rollovers
* Energy-absorbing adaptive steering column and collapsible drive shaft
* Occupant-sensing technology, dual-stage front air bags and load-limiting safety-belt retractors and pretensioners that tailor safety system response to the severity of the crash

New Standard of Safety

Freestyle will be available with Ford's innovative Safety Canopy™, which offers head protection for all three rows of occupants in side-impact and rollover situations. This type of rollover protection is an industry exclusive for Ford. Freestyle also will feature Ford's leading Personal Safety System™ with new features that address front-, side- and rear-impact protection, including best practices inspired from Volvo.

The all-new Freestyle is expected to meet the stringent new Federal Motor Vehicle Safety Standard 208, which governs front-impact protection for variously sized occupants, whether belted, unbelted or out of position.

Under FMVSS 208, a vehicle's restraint system must be able to sense whether the front passenger seat is occupied and whether the occupant is an adult, a child or a child in a child seat. It also must determine whether the passenger is unbelted or otherwise out of position. Air-bag deployment is then tailored to provide the proper level of response, or, if appropriate, suppressed entirely.

Class-leading protection for third-row passengers also was an important part of the Freestyle program, so the new crossover is expected to meet a proposed future standard for rear impacts.

Managing Impacts

Front, side and rear structural elements also were designed with crash safety in mind. In each case, Ford safety engineers balanced the need for structural strength to safeguard the passenger compartment from intrusion with the need for collapsible elements that absorb energy and reduce the overall crash "pulse" that ultimately reaches vehicle occupants.

The front structural elements of the new Ford Freestyle incorporate a "tripod" design that channels frontal crash forces upward and downward into a high-strength steel "ring" of protection surrounding the passenger compartment.

The structure begins with two octagonal frame rails and "shotgun"-style structures near the top of the wheel wells. These two elements are tied together with steel bracing. The front portion of the frame rails is engineered with failure points for an energy-absorbing, controlled collapse during impact.

Laser welding creates varying thicknesses within the front frame rails, providing strength and rigidity toward the rear to support the car's suspension and controlled deformation at the front in the event of a collision. Energy not absorbed by these structures is directed through the "tripod" around the passenger compartment.

The upper energy path leads through a strong A-pillar and on into the roof structure. The lower energy path further splits the forces, channeling impact energy into the structural rocker panels and toward the drive shaft tunnel, which also is designed to help manage frontal crash energy. A cross-member by the firewall maintains side-to-side integrity that helps other structural elements do their jobs.

"The Freestyle has a seamless flow of metal up through the A-pillar that extends past the B-pillar," said Chris O'Connor, safety supervisor. "With the one-piece stamping, there is no weld or joint at the windshield or above the front door. This design promotes structural strength and consistent crash performance."

Like other elements of the vehicle's design, many structural components are engineered to do more than one job. For example, the strong roof brace that connects the B-pillars is a key to providing occupant protection in side impacts, as well as offering support in the event of a rollover. It also contributes to overall vehicle stiffness for a smooth, quiet ride.

"We expect strong rollover protection, both from the safety cage design and the Safety Canopy™ air bags," O'Connor said.

Similarly, the side-impact beams inside the vehicle's front doors protect against intrusion in side crashes while serving as important structural elements in managing frontal impact energy. The door beams are mounted so that they run from the upper door hinge to the latch area at the rear of the door - the two strongest areas of the door frame. They are engineered to handle both bending and compression loads.

For the first time, Ford used crash-test dummies in the second- and third-row seats to assess the performance of these extensive safety systems. Because adults and children both can be expected to use the Freestyle's third-row seats, engineers employed test dummies representing a 6-year-old child, a small adult female and a 95th-percentile male to confirm that Freestyle offers appropriate protection for occupants of all sizes.

Innovative Bumper Plate Serves Up Competitive Advantage

One innovation made possible by sophisticated computer crash modeling is the shape of the front bumper plate - the steel mounting point for the front bumper.

"We used a lot of Cray supercomputer and workstation time optimizing everything," O'Connor said. "We discovered that changing the shape and mounting system of the front bumper plates gave us a dramatic improvement in reducing intrusion through managing crash forces."

Ford has applied for a patent on the shape of the new plate, which helps optimize frame-rail functionality. In a typical installation, the bumper plates are attached to both sides of the frame rails. But Ford safety engineers found that this design places more load on the inside face of the frame rail - the side closest to the engine - in the first moments of a frontal impact, creating a twisting force that tends to collapse the rail unevenly.

By mounting the plates only to the outer portion of the rails, they could reduce this initial force on the inside face of the frame rail by 14 percent and promote a more even collapse of the energy-absorbing structures. This transfers more than 21 percent of the crash energy from the inner face of the frame rail to the outer face, evening the forces and reducing intrusion into the passenger compartment by 15 percent.

The safety team also has applied for a patent on a new drive shaft design. On all-wheel-drive models, it provides a rigid connection from the engine to the differential, playing an important role in transmitting the peak energy pulse - one of the most important factors in a crash - throughout the vehicle.

To reduce the peak energy pulse generated in a frontal impact, the team designed a "trigger point" into the drive shaft that would allow it to collapse under crash loads. This indentation, forged into the shaft at the point where computer modeling shows impact forces to be the greatest, allows the shaft to absorb some of the crash pulse in a more controlled manner.

Tops in Side-Impact Protection

As with the front crash structure, safety engineers used tailor-welded blanks to help manage energy in side impacts. Tailor-welded blanks use laser-welding techniques to create steel sheets of varying thickness that can be stamped into body panels.

For example, the tops of the B-pillars, which use a layer of high-strength steel called DP-600, are thicker for strength, while the lower portions have a thinner cross-section. DP-600 steel also is used in part of the dash panel.

"It's one of the stiffest steels available that is still ductile enough to be stamped into body panels," O'Connor said.

The two B-pillars are braced together at the top by a structural roof bow that crosses the vehicle. This roof bow can handle up to 12 kiloNewtons (nearly 2,700 pounds) of load force. Acting somewhat like a lever or pendulum anchored at the roof rail, the strong, reinforced top portion of the B-pillar helps safeguard occupants while the lower portion collapses and absorbs energy.

These forces are further channeled through a cross-car tube - derived from Volvo's Side Impact Protection System. The SIPS tube directs side-impact forces beneath the front seats. A bend in the middle of the tube, under the center console, serves as a trigger point for deformation under severe loads, dissipating energy.

As part of the vehicle's sport utility vehicle-inspired "high-package" seating configuration, front seats are mounted atop the SIPS tube. In concert with the other structural safety systems, this command seating position assures that most typical vehicle-to-vehicle side crash forces are diverted underneath the seats. As a side benefit, mounting the front seats on the SIPS tube creates added foot room for second-row passengers, improving comfort.

Rear-impact performance also is very strong, thanks in part to another engineering innovation. The rear frame rails were designed to absorb initial impact forces, then channel remaining energy into a secondary crush zone past the floor well. Ford has proved the design effective in 55-mph rear crash tests and has applied for a patent on the design. Freestyle's third-row seat is located farther from the rear bumper than any competitive vehicle - an extra safety dividend that's derived from the vehicle's generous rear cargo room.

This rear-impact performance is designed to meet a proposed future federal crash standard.

In the Freestyle, all seating positions have adjustable head restraints, which in the second and third rows push down into the seats when not in use, to maximize rear visibility. When passengers sit in any of these positions, the stowed head restraints are designed to provide a bit of a nudge to the upper back, reminding occupants to raise restraints to their proper positions.

The fuel tank is located in front of the rear suspension, surrounded on all sides by subframe rails or cross-members. The horseshoe shape of the rear subframe guides crash energy around the fuel tank and into the vehicle's lower structure.
Ford, Volvo Team Up for Safety Innovation

Volvo's safety expertise and Ford's engineering resources combined to raise the bar on occupant protection in the new Freestyle.

One tangible result of the collaboration is a new adaptive steering column, which collapses in different ways during frontal impacts depending on the amount of crash energy present and the size and position of the driver.

It works by incorporating an energy-absorbing steel "bend sheet" that holds the upper and lower portions of the steering column together. The bend sheet is shaped in a way to better control the collapse of the steering column during impacts.

By tapping into information from various sensors, the safety control module - the computer "brains" of the vehicle's safety system - determines how quickly the steering column should collapse. Factors considered include the driver's seat position and safety-belt use.

If the situation calls for it, the safety control module fires a pyrotechnic device that pulls a steel pin out of the bend sheet, reducing the column's resistance to collapse. The result is a "softer" column should the driver impact the steering wheel. The steering column response is tailored to work with the air-bag deployment level that is being triggered.

"With the tune-ability built into the system, you're can really adapt it to respond as you need it - for both the belted and the unbelted driver - in varying frontal crash situations," O'Connor said.

Front-seat occupants also are protected during frontal impact by the knee bolster designed into the dash panel and backed by a cross-car tensile strap. More than 50 computer simulations were used to engineer the steel panel into a shape and stiffness that would protect occupants of all sizes, whether belted or unbelted.
Smart Safety Belts, Air Bags

Federal government statistics indicate safety-belt usage saves lives, which is why Ford engineers put considerable emphasis on Freestyle's belt system.

To begin with, three-point belts are used at all seating positions, including Freestyle's third row. When equipped with a second-row bench seat for seven-passenger seating, the middle position uses a seat-integrated belt.

In addition, Freestyle takes Ford's award-winning BeltMinder™ system to the next level, using an instrument-panel icon and gentle chime to remind drivers and front-seat passengers to buckle up. Introduced by Ford in 1999, BeltMinder already is proving to increase real-world safety-belt use.

Ford Freestyle's second row offers two LATCH (lower anchors and tethers for children) mounting points and tether anchors for child seats at the outboard seating positions. A third LATCH position is located in the third row.

LATCH-compatible child seats snap quickly and easily into robust anchor points in the fold between the seat's lower and back cushions, while the upper strap hooks onto a mounting ring on the seat or parcel shelf.

Pyrotechnic pretensioners take up any seatbelt slack during the first moments of impact for optimum response. As the crash progresses, digressive load-limiting retractors behind the B-pillar trim pay out belt material to reduce peak loads on the occupants.

The belts work in concert with dual-stage front air bags to reduce crash forces reaching front-seat occupants. Air-bag deployment is tailored to the individual crash, taking into account occupant size and position, severity of impact and safety-belt use.

In addition, the driver's seat is equipped with an advanced track sensor to gauge the driver's proximity to the steering wheel. The front passenger seat employs Ford's occupant classification system technology to determine the presence and weight of a front passenger. If the seat is unoccupied, or if the system senses a light load like a child or child seat, the passenger air bag is deactivated. This helps prevent unneeded passenger air-bag deployment, offering added protection for some and lowering the cost of vehicle repair.

Side air bags and Ford's exclusive Safety Canopy™ curtain air bags are optional on the new Freestyle. Using data compiled by crash-severity, rollover, seat-track position and belt-usage sensors - plus information from the passenger-seat occupant classification system - the safety computer determines within milliseconds which, if any, air bags to deploy.

During side impacts, side air bags are released from the seatbacks to provide thorax protection. The ceiling-mounted Safety CanopyTM curtain air bags offer head protection for every row of seating, including the third row. And they are designed with a special deployment strategy that keeps them inflated longer for added protection during a rollover.

A recent study by the Insurance Institute for Highway Safety found the combination of head and thorax protection could reduce fatalities by more than 45 percent in side impacts.
Security, Control

Enhancing the feeling of security are standard four-channel anti-lock brakes that can help drivers maintain control under extreme braking conditions. Electronic brake-force distribution monitors braking front-to-rear and optimizes performance under varying loads like when carrying cargo.

Optional traction control constantly monitors slip at all four wheels and can act in as little as 100 milliseconds to help restore or maintain traction. The system first reduces engine power by retarding ignition spark timing and, if necessary, reducing fuel flow. It then selectively activates braking to stop the drive wheels from spinning.

Safety also is enhanced by Freestyle's "high-package" seating, which provides an optimum view of the road. For improved vision, Freestyle's side-view mirrors provide a larger surface area than mirrors on competitive vehicles. Optional heated side mirrors offer added convenience.

The standard key fob allows one-button door locking and unlocking, including the rear hatch, from outside the vehicle. A standard keypad on the driver's door allows quick and convenient access to the vehicle if the keys and key fob are locked inside. Doors lock automatically once the vehicle begins to move.

To protect against theft, Freestyle is equipped with Ford's SecuriLock™ passive anti-theft system. Only a key with the correct code - there are 72 million billion possible combinations - will start the vehicle. A remote perimeter vehicle alarm is optional.

As further protection against theft, the spare tire is located inside the vehicle under the rear compartment floor.

Automatic headlamps on the mid- and high series provide convenient short-time lighting after the vehicle is turned off. Lamps located along the bottom of the side mirrors on some series are activated by the "unlock" button on the key fob, providing perimeter lighting at night.

The optional reverse-sensing system uses radar sensors mounted in the rear fascia to help drivers negotiate tight parking spaces and potentially head off dings and scrapes. It sounds a series of increasingly rapid beeps as the rear bumper closes in on a stationary object.

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