Page 1 of 12
There are two ways to approach life - you can be conservative or you can take risks. Opportunity for risk is everywhere, whether it be skydiving, applying to be a contestant on Fear Factor, eloping with a stranger, or buying a Yugo. Should things go well, there's an intense sense of satisfaction and fulfillment when a risk pays off. But, if they go badly, there are broken bones, divorces, the stigma of driving a really bad car, or in the case of Fear Factor, uncontrollable vomiting. Not good.So, maybe it's better to be conservative, or at least that's the thinking at Ford Motor Company, as evidenced by the 2005 Ford Five Hundred. No sirree, no risks taken here, and the result is a perfectly capable and comfortable vehicle that offers a long list of attractive features, yet suffers for its mediocre engine and forgettable styling. But, Ford can't be blamed for taking this approach. Back in the mid 1980s, the company took a big risk with the first Taurus, an exercise in styling that instantly dated the competition and drew praise for years. But then Ford tried to replicate that success with the bubbly 1996 redesign of the Taurus, and quickly saw the flipside of taking risks. And it's that resulting mindset, one of going to the edge and then paying the price, that's behind the new Five Hundred.
Page 2 of 12
At the top of the lineup is the Limited, which heaps on a memory function for the mirrors and driver's seat; chrome exterior mirror caps; 18-in. alloy wheels with 225/55 tires; an Audiophile sound system with a subwoofer; a second row fold-down center armrest; heated leather seats; a manual front passenger's lumbar support; and a fancy analog clock. The retail price for this model is $26,920. Unique to the Limited are an optional Homelink universal garage door opener and adjustable pedals with memory.
Each model may also be equipped with an all-wheel-drive system, which replaces the standard front-wheel-drive setup. Included with all-wheel-drive are self-leveling rear shocks, and the system requires outfitting the Five Hundred with a continuously variable automatic transmission (CVT). Overall, Ford expected the majority of models sold to be front-wheel-drive SELs, followed by front-wheel-drive SEs and front-wheel-drive Limiteds, so they've been caught a bit off guard by the overwhelming demand for all-wheel-drive versions. Based on its long list of features and attractive price, shoppers will likely find the SEL model to be the best value.
We spent a week piloting the mack daddy of them all, a 2005 Ford Five Hundred Limited with all-wheel drive. Our top-of-the-line tester, equipped with the optional power moonroof, Safety Package, Homelink, adjustable pedals, rear parking aid, and traction control came in just under $31,000.
Page 3 of 12
Another feature designed to keep drivers safe and in control, the optional all-wheel-drive system has been borrowed from one of Ford's other divisions, Volvo. Using an electronic Haldex coupling unit mounted next to the rear differential, power is transferred to the rear wheels within milliseconds if the front wheels begin to slip, or to any of the four wheels that has the best grip.
As with the all-wheel-drive system, many of the 2005 Ford Five Hundred's other safety features come from Volvo. In the event of a side impact, a SIPS (Side Impact Protection System) tube located under the front seats deforms upon a hard impact and moves crash energy away from the occupants. Overhead is a roof cross-member that works with the lower SIPS tube to dissipate energy away from the passengers. The fuel tank is located under the rear seat, surrounded by a steel safety structure and placed in front of the rear wheels, a move designed to avoid spillage or fire in the event of a rear impact. As a result of this focus on safety, the 2005 Ford Five Hundred has achieved the highest possible crash test ratings, five stars, for both front and side impacts.
Page 4 of 12
While the design has its pros and cons, comments on the exterior craftsmanship of our test vehicle were mostly positive. There were minor gaps around the front bumper, the trunk lid was slightly misaligned, and quite a few of the plastic pieces had lines visible from where they had been cast in molds at the factory, giving them an unfinished look. These are all relatively insignificant concerns, but as a whole, they make the 2005 Ford Five Hundred look like it should've spent a few more minutes with the quality control guys.
Page 5 of 12
For times when it's more important to carry cargo than passengers, the Five Hundred proves to be spacious and versatile. With 21.2 cubic feet, the illuminated trunk offers more cargo space than the Chevrolet Impala, the Chrysler 300, and the Ford Crown Victoria. A wide opening facilitates easy access to the trunk; however, the liftover height is high, so getting heavy items up and into the vehicle may be a challenge. The trunk lid is lined and has integrated grab handles. If trunk space isn't sufficient, the split rear seat can be folded down and the front passenger seat folds flat, allowing for long objects to be carried securely within the vehicle. In addition, there are a number of storage compartments littering the cabin, most of which are lined to keep items from sliding. Included are front and rear armrest storage bins, large door and seatback pockets, and a sizeable cubby on top of the center dash. And a total of eight cupholders are located in the doors, front console, and rear fold-down armrest.
Page 6 of 12
Page 7 of 12
Backing up the acceptable powertrain are competent braking and suspension systems. Whether in stop-and-go traffic or coasting down a mountain road, the front and rear discs do their job without hesitation or fade, and the antilock feature operates unobtrusively. During routine driving, the 2005 Ford Five Hundred absorbs road abnormalities quite well, and provides a comfortable and quiet ride, although there is some tire noise when traveling on the highway. But, what is most surprising is the Five Hundred's ability to carry its weight through challenging corners. There is minimal body roll and the Pirelli tires on our tester refused to give up any grip. Drivers get the sense that this chassis is capable of accommodating a much more powerful engine. Unfortunately, our excitement was tempered during aggressive driving by an unnerving whine coming from the steering system, and steering effort, which also became noticeably stiffer.
On a final positive note, visibility is excellent thanks to a large greenhouse and small rear headrests. Huge side mirrors help, too, but they're so big that they can obstruct the driver's view at times.
Page 8 of 12
Page 9 of 12
Engine Size and Type: 3.0-liter V6
Engine Horsepower: 203 at 5,750 rpm
Engine Torque: 207 at 4,500 rpm
EPA Fuel Economy: 19 city/26 highway
Observed Fuel Economy: 18.9 mpg
Curb Weight: 3,815 lbs.
Max. Cargo Capacity: 21.2 cubic feet
Max. Seating Capacity: 5
Warranty: 3 years/36,000-miles for basic and powertrain; 5 years/unlimited mileage for corrosion; and 3 years/36,000-miles of roadside assistance protection
Competitors: Buick LaCrosse, Buick LeSabre, Chevrolet Impala, Chrysler 300, Ford Crown Victoria, Honda Accord, Hyundai XG 350, Kia Amanti, Mazda 6, Mercury Grand Marquis, Mercury Montego, Mitsubishi Galant, Nissan Altima, Nissan Maxima, Pontiac Grand Prix, Pontiac Bonneville, Subaru Legacy, Toyota Avalon, Toyota Camry, Volkswagen Passat
Page 10 of 12
It provides a comfortable ride and some nice standard features at a reasonable price.How does the 2005 Ford Five Hundred compare with the similarly-sized Ford Crown Victoria?
The Crown Victoria is based on a decades-old platform and features a V8 engine and rear-wheel-drive. It has a wheelbase that's about two inches longer, and total length is about 12 inches more. The Five Hundred is more than three inches taller, but the Crown Victoria is three inches wider. Interior dimensions are similar, with the Five Hundred scoring higher in rear legroom, but the Crown Victoria ranks higher in front legroom.
Since the 2005 Ford Five Hundred is a new car, will Ford wait to offer any rebates or incentives?
Unlike the redesigned Mustang, the Ford Five Hundred isn't in extremely high demand, so Ford is already offering minimal incentives on the vehicle. At the time of this writing, incentives consist only of low interest rates, but it's safe to assume that it won't be long before cash rebates are offered.
Page 11 of 12
Built to carry as many Americans and their belongings as possible in a quiet, comfortable, appealing environment, the Ford Five Hundred is quite a capable vehicle. After four hours in the saddle, battling city traffic, driving mountain roads, cruising four-lane coastal highway, and blasting down the freeway at speeds up to 90 mph, I arrived at my destination fresh and with a deep appreciation for the Five Hundred's unfettered performance as a daily driver.
Yes, engine power could be better, but unless drag racing on city streets is a current hobby, the Five Hundred's 3.0-liter V6 serves competently. If its 203 horses aren't enough for you, a new 3.5-liter V6 is coming in a couple of years, and should be making more than 250 horsepower. The CVT transmission on our all-wheel-drive test car manages to make the most of the power, and is a far more agreeable CVT to use than what Audi supplies on A4 and A6 models. People unaccustomed to a CVT's characteristic tendency to hold revs steady under hard acceleration may initially be put off by this transmission, but acclimation comes quickly.
Aside from the underwhelming but adequate motor, I have few complaints about the Ford Five Hundred. The stereo lacks a tuning knob, and the design lends itself to placement of one opposite the volume knob. Instead, a circular rocker button for the stereo's menu of functions occupies this space.
Interior materials are decent, soft where occupants are likely to come into contact with surfaces. The headliner and visors are too fuzzy; the plastic bezel surrounding the power window controls emitted a cheap, tinny noise when my metal watchband scraped across it; and the leather in our Limited test vehicle was rough and deeply grained, the opposite of supple and smooth.
Seating up front is comfortable, but I'm surprised by the lack of seat track travel given how much legroom is provided in the back. People taller than my six-foot frame might have trouble finding an acceptable driving position. The rear seat is positively huge, but the rear doors don't open very wide and the rear door panels are thick, providing less clearance for entry and exit than expected. The trunk is gargantuan, and with the rear seats and front passenger seat folded down, the Five Hundred can easily swallow a ladder, or something like it.
Styling will age well, and despite obvious design forms lifted from a hodgepodge of European sedans that came before it (greenhouse by Volkswagen, taillights by Mercedes, etc.), the Five Hundred is a handsome piece of work. I particularly liked the multi-spoke wheels and Pirelli P6 tires on our test model. Inside, the cabin is thoughtfully laid out, controls are right where you expect them to be, at night all of the switchgear is illuminated, and the fake wood compliments the beige interior décor quite nicely.
At this price, with equipment such as all-wheel-drive, reverse park control, a power sunroof with one-touch open and close, and traction control, the only obvious missing pieces are stability control and a navigation system.
As it stands, the 2005 Ford Five Hundred is an appealing alternative to other full-size sedan on the market, such as the Buick LaCrosse, Chevrolet Impala, and Pontiac Bonneville. Toyota's Avalon is a direct competitor, too, a car duller than the Five Hundred but benefiting from a durability and quality track record that Ford cannot match. Aside from the Avalon, the most compelling alternatives are the Chrysler 300 and the Nissan Maxima, both of which offer more style and performance.
Which brings us to the fundamental problem with the Five Hundred and Montego. Automotive journalists like cars that make them giggle, and don't like cars that make them yawn. Oftentimes, consumers feel the same way, and neither the Chrysler nor the Nissan serve as rolling Sominex the way that this Ford does. - Christian J. Wardlaw
Photos courtesy of Erik Hanson and Ford Motor Company
More Articles Like This
Page 12 of 12