While it finishes behind any kind of minivan (even the regular wheelbase kind) in packaging versatility, Freestyle is ahead of a sedan with the same footprint, and that's what counts.
Ford has cleverly filled that all that wonderful space with classy interiors for the SE, SEL and Limited trims, bringing the company's promise to spend three times as much money on interiors down to its lowest price range yet.
It probably doesn't hurt that Ford went visiting in Sweden and came back with an anthology of airbags that deliver improved protection for three rows of people in a side-impact crash or in the event of a rollover, which is perhaps the premiere safety hut button at the moment.
Given these safety and packaging talents, there's a very real danger that the Freestyle could be seen as a VERY sensible vehicle, which might be the kiss of ill-health, if not death, to some people.
Ford's VP of design, J Mays, thinks he's helped on that score, but he can blow all the smoke he wants about Freestyle having ''a dash of the aspirational look of a sport utility vehicle and enough athleticism to convey that Freestyle is capable of taking you wherever life may lead'' as he likes and it's not going to hide the fact that this is a tall wagon whose looks can best be described as ''having a great personality.''
In this kind of segment, maybe it's a personality's that you're looking for, not great looks. Consider the Toyota Camry, which is bland on four wheels yet does very nicely in this same general segment, thank you very much.
Freestyle's ergonomic charms are very well supported by its ride and handling, which runs deep in the competent and comforting zone. It's probably capable of a lot harder driving than its owners will put it to, but there's nothing wrong with having an over-qualified vehicle if that doesn't jack the price or compromise its quotidian utility.
Power comes from Ford's proven Duratec 30 3-liter V6, matched to that continuously-variable transmission. This is a pretty decent powertrain setup, since the engine produces adequate amounts of power (200 hp and 200 lb.-ft. of torque) and the CVT applies it to the wheels in an infinitely variable amounts.
While the CVT can feel a little weird for someone used to a traditional automatic with its rpm plateaus, it is a superior choice in the application of power and the husbanding of fuel.
Ford has cleverly filled that all that wonderful space with classy interiors for the SE, SEL and Limited trims, bringing the company's promise to spend three times as much money on interiors down to its lowest price range yet.
It probably doesn't hurt that Ford went visiting in Sweden and came back with an anthology of airbags that deliver improved protection for three rows of people in a side-impact crash or in the event of a rollover, which is perhaps the premiere safety hut button at the moment.
Given these safety and packaging talents, there's a very real danger that the Freestyle could be seen as a VERY sensible vehicle, which might be the kiss of ill-health, if not death, to some people.
Ford's VP of design, J Mays, thinks he's helped on that score, but he can blow all the smoke he wants about Freestyle having ''a dash of the aspirational look of a sport utility vehicle and enough athleticism to convey that Freestyle is capable of taking you wherever life may lead'' as he likes and it's not going to hide the fact that this is a tall wagon whose looks can best be described as ''having a great personality.''
In this kind of segment, maybe it's a personality's that you're looking for, not great looks. Consider the Toyota Camry, which is bland on four wheels yet does very nicely in this same general segment, thank you very much.
Freestyle's ergonomic charms are very well supported by its ride and handling, which runs deep in the competent and comforting zone. It's probably capable of a lot harder driving than its owners will put it to, but there's nothing wrong with having an over-qualified vehicle if that doesn't jack the price or compromise its quotidian utility.Power comes from Ford's proven Duratec 30 3-liter V6, matched to that continuously-variable transmission. This is a pretty decent powertrain setup, since the engine produces adequate amounts of power (200 hp and 200 lb.-ft. of torque) and the CVT applies it to the wheels in an infinitely variable amounts.
While the CVT can feel a little weird for someone used to a traditional automatic with its rpm plateaus, it is a superior choice in the application of power and the husbanding of fuel.