by Donny Nordlicht
Ford introduced their innovative Flex in 2008 as a 2009 Model (we reviewed it HERE). One of the few criticisms of the Flex was that its base engine could use more power. Ford responded quickly for 2010 with the Ford Flex EcoBoost. Read our contributing editor’s thoughts on the new turbo-charged Flex from Ford.
Looking like the box from which it came, the Ford Flex crossover is seeing some new shiny bits for 2010. OK, so actually, these “shiny bits” are upgrades that will satisfy your need for power while helping you save money at the pump.

Call it a wolf in sheep’s clothing; for 2010 the Flex gains the addition of a high-output powertrain in addition to the base 3.5 liter V6. Flex engineers took the the all-new twin-turbocharged EcoBoost V6 right out of the new Taurus SHO. Why Ford didn’t badge this version of the Flex SHO is beyond me because this really is a Super High Output family hauler. The new EcoBoost V6 adds direct injection and twin-turbos – one mounted fore of the engine, and one mounted by the firewall – to the 2010 Taurus’ 3.5 liter V6, putting down 355 horsepower and 350 pounds-feet of torque, from as low as just 1500 RPM.
That kind of power is why Ford is marketing the Flex EcoBoost as a V8 SUV alternative – one that can go and tow. Ford brought along a couple of truck-based V8 competitors to the Flex all towing around 1200 pounds to test out in the hills around Boulder, CO. The Toyota Sequoia and Jeep Commander I drove both felt totally fine managing the two Can-Am’s out back, but the Flex was the only one which made me forget that I was towing anything. There was no difference in handling and acceleration, and the trailer sway control (right out of the 2009 F150!) made simple work of the mountain twisties.

Lose the trailer and the Flex borders on fun-to-drive. Along with the engine from the Taurus SHO comes the same steering wheel, and a shift-able 6 speed automatic. Manual mode comes in the form of paddles at 9 and 3 on the steering wheel; however, they are counter intuitive in actuation: pull for upshift, push for downshift, on either paddle. I found that using manual mode worked best for the hills and curves of the Rocky Mountains, and allowed me the best control and smoothest shifts. Otherwise, the Flex seemed to keep hunting for the right gear on inclines; a problem I’ve found with Ford’s newer automatics. But then again, using the manual control brings the EcoBoost’s fuel economy on par with the V8 players; leave the tranny alone and you can easily see MPGs near 25.
Since the Flex went on sale last year, Ford has been pretty happy with the results. Not only does it look like nothing else on the road – with its low, boxy shape, white roof, and side strakes – half of those taking home Flexes are new to the Ford brand; 20% coming from Honda and Toyota.
Ford correctly anticipated the move from large V8 SUVs to smaller, more efficient V6-powered crossovers. It is a trend seen throughout the industry and the base Flex satisfies most users. But there are still owners who want the power and towing capability that their old V8 SUV provided but without the shock at the pump. Ford understood this and delivered the Flex EcoBoost for the “Go and Tow” crowd.
EcoBoost pricing starts at $39,995 for mid-level SEL and $43,635 for the all-in Limited.

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