Did you hear? Gas is expensive now. So perhaps you're thinking of a smaller, more economical SUV. Ford picked the right time, then, to enhance the powertrains of its Escape SUV, which was reskinned last year.

The biggest changes are bestowed on the Escape's four-cylinder engine, with displacement growing from 2.3 to 2.5 liters. The revised engine puts out 171 hp (up from 153). The I-4 model now makes the sprint from 0 to 60 mph in 1.7 fewer seconds, which is comparable to the outgoing V-6 Escape. The I-4 will now be available on all Escape trim levels, adding a Limited model for those seeking a more luxurious trucklet that's still easy on gas.

The 3.0-liter V-6 was not forgotten in the upgrades. While its displacement stays the same, horsepower increases by a noticeable 40 hp for a total of 240. The newfound power comes courtesy of a higher compression ratio (10.3:1), as well as new cylinder heads, cams, injectors, pistons, and intake and exhaust manifolds.

Part of the fuel economy boost is due to a new six-speed automatic transmission, offered on both the four- and six-cylinder models (a five-speed manual is still standard on four-cylinder Escapes). With two more forward ratios than the outgoing automatic, Ford expects an increase of 1 mpg on all six-speed models, despite the increased power of both engines. A taller top gear is aimed at highway cruising and contributes to the better fuel economy, while more gear choice means less hunting on hills and when passing power is needed. We had the opportunity to drive '08 and '09 models back-to-back and can confirm that the extra ratios and horsepower are a big help to what used to be a sluggish little truck.

There are also some subtle changes that help the Escape go longer between fill-ups. The air dam below the front bumper has been extended downward, and rear tire spoilers have been added. Low-rolling-resistance tires contribute to lower fuel usage, as well as a quieter ride, though the noise reduction was difficult to detect on our rain-soaked drive.

Speaking of fuel economy, hybrid Escape models will also see some changes for 2009. The gasoline portion of the hybrid powertrain gets the new 2.5-liter engine using the Atkinson combustion cycle. Revised programming helps make the transition from engine to electric motor less perceptible to drivers. A new brake pedal sensor improves feel and minimizes the sensation when going from regenerative to conventional brakes. Ford has also added a Limited trim level to hybrid Escapes.

All Escape models receive some chassis tweaks for 2009. A rear stabilizer bar reduces body roll, and ride benefits from retuned dampers. The electric power steering system, added for 2008, has been recalibrated to provide better on-center feel and reduced low-speed effort.

Though the Escape's interior was overhauled in 2008, Ford snuck in a few more changes for '09. Soft material replaces hard plastic door inserts, and the newly recontoured seats use soy-based foam, like those already found in the Mustang. But the most interesting addition is Sirius Travel Link, which comes packaged with the optional navigation system. The service offers traffic, national weather (current conditions, five-day forecast, radar, ski reports), fuel prices (sorted by distance or price, with the option of adding them as a waypoint on a trip), sports scores, and movie listings. In addition to touchscreen control, these features can be accessed while driving with voice prompts like those used on Ford's SYNC system, which is also offered on the Escape.

The 2009 Escape goes on sale this June and its Mercury twin, the Mariner, will get the same upgrades. We will also see the new 2.5-liter four-cylinder engine and revised hybrid powertrain in the 2009 Ford Fusion and Mercury Milan, which will be Ford's first sedans with a hybrid option.

There's never been a better time to travel to Australia. Case in point? Ford launched its revised FG Falcon range of rear-drive sedans and utes earlier this year. Better yet, the hot FPV Falcon portfolio is now making its way to dealers.

For the uninitiated, Ford Performance Vehicles (FPV) is to Ford's offerings down under as AMG is to Mercedes-Benz. The division originated in the 1990s to prepare the Falcon for spec racing, but has since focused on tuning high-performance models for customers. The FG Falcon, launched at February's Melbourne auto show, is the latest recipient of FPV's speed tweaks.

Perhaps most interesting are FPV's modifications to Ford's turbocharged 4.0-liter inline-six, available in the F6 sedan and ute. In stock form, the motor develops 362 hp and 393 lb-ft of torque; performance close to a traditional V-8 but with a smaller thirst for fuel. Those are respectable numbers, but through a larger turbocharger, modified intercoolers and a host of other changes, FPV bumps the output to a whopping 416 hp. Torque comes on strong once the turbo spools at 1950 rpm, delivering 417 lb-ft until redline (5200 rpm).

Those figures are more than respectable, but for customers who still hanker for an extra two cylinders, FPV offers select models with a tuned 5.4-liter V-8. The "Boss 315" motor moseys 422 hp and 406 lb-ft of torque. That's better than the Falcon's stock 5.4-liter (rated at 388 hp and 383 lb-ft, respectively), but it's only six ponies more and nine lb-ft less than FPV's turbo-six. Either motor is available with a Tremec six-speed manual or a ZF six-speed automatic, so there's no driveline advantage of picking one motor over the other.

Buyers may choose the V-8 for nostalgia or a dislike of forced induction, but they may also choose a V-8 model - GT, GT-E or GT-P sedans and the Pursuit and Super Pursuit utes - for their looks. All sport unique front- and rear fascias, side skirts, 19-inch alloy wheels, decklid spoiler and a muscular hood bulge.

Six-cylinder models sport the same accoutrements, save for a lowered hood line and a sectioned lower grille which exposes the intercooler. The look is fine, but we can live without the graphics; they're an odd mixture of traditional Ford striping and Aborigine war paint. We'd opt for the GT-E; it sports the V-8 grunt and spoilers of the GT-P but eliminates the garish dcor.

Not that we'll have that option, mind you. Ford's not bringing its FG Falcon to North America, and that means we'll be deprived of these awesome Aussies as well.

In an effort to attract more of the teeny-bopper market segment, Ford's premiering its refreshed 2009 Focus Coupe on tomorrow's episode of American Idol on Fox. In case you can't stomach a whole hour of weak cover songs in order to see what's new, we've got the skinny for you here.

Based on the revised 2008 model, the '09 coupe incorporates a few mild styling changes in order to improve the car's appearance. Both front and rear fascias sport mild tweaks, with the front bumper - sporting a larger air opening and standard fog lamps - receiving the majority of the attention. Buyers who opt for the "high-end" SES trim will also get a roof spoiler and 17-inch alloy wheels as standard equipment. Perhaps the best change lies aft of the front wheels - the garish chrome pseudo-vents are nowhere to be seen.

From a mechanical perspective, very little changes. Although a new exhaust design promises a "throaty" sound and more power, the 2.0-liter I-4, in both regular and PZEV specs, continue to be offered. The normal I-4 sees a slight power bump - 143 hp vs. the '08's 140 - when equipped with a five-speed manual. Buyers who opt for the four-speed slushbox may feel a bit more torque, as the transmission will carry a new 4.2:1 final drive ratio.

Either way, Ford claims the powertrain revisions won't detract from the Focus's 24 mpg city, 35 mpg highway (33 with an automatic) fuel economy. That's a good thing, as mileage - and possibly the connectivity of Ford's SYNC system - is crucial for the car to appeal outside of the American Idol demographic. Expect base trims of the '09 coupe to start at $15,920 when they arrive at dealers later this fall.

If four cogs are good, six must be better - which, perhaps, is why Ford announced today it'll be installing six-speed automatic transmissions on the 2009 Escape - along with its kissing cousins, the Mercury Mariner and Mazda Tribute.

Built in the automaker's Sterling Heights, Mich. plant, the 6F35 will become the top-end automatic in the CUV trio, surpassing the standard five-speed manual and optional four-speed automatic on front-wheel-drive models. Ford claims the extra two gears return a four- to six percent increase in fuel economy.

The six-speed is available on both I-4 and V-6 models - both of which are refreshed for 2009 and given a boost in power. The previous 2.3-liter I-4 is replaced with an all-new 2.5-liter mill rated at 170 horsepower, 17 ponies more than the previous motor. The 3.0-liter V-6 doesn't change in size, but likewise sees its power jump from 200 horsepower to 240. Ford claims both engines return an extra mile per gallon when coupled to the new six-speed.

Expect to see Escapes, Mariners, and Tributes fitted with the new 'box later this fall. Ford hints another two vehicles will make use of the 6F35 at a later date - we're betting they'll be the hybrid versions of the Ford and Mercury 'utes.

The word "replicar" and "Carroll Shelby" seem to go together as well as a Cobra and a wet hairpin curve, but the legendary snake charmer has agreed to lend his name to a host of commemorative Ford GT40 reproductions in honor of his 85th birthday.

Based on the replica built by Superformance, the Shelby cars are trimmed to simulate the triad of GT40s that finished 1-2-3 at the 1966 24 Hours of Le Mans. All cars are built as Mk. IIs (although Superformance does offer a Mk. I replica) and are decorated in your choice blue with white stripes, black with silver stripes, or red with white stripes.

Although much of the car is standard Superformance fair, Shelby's touches are limited mostly to branding: Door handles and headlamp covers sport the man's name, as do dash badges, floor mats, and other special details.

Likewise, we're told powertrain is limited to "Shelby-branded" crate motors - no details on which have been provided, but we do know the top-end mill is a massive 427-cubic inch V-8, like the original Mk. II cars themselves.

Sure, there are many ways to go about purchasing an homage to the GT40. That said, if you're looking for a truly authentic recreation - and you want to wish ol'Shel a happy birthday in the process - this may be your ride.

As summer beckons, college students across the nation are stressing over exams, but we're betting they weren't as worried as students at Detroit's College for Creative Studies (CCS). Juniors majoring in transportation design were charged by Ford Motor Company's executive designer, Peter Horbury, to create their idea of a modern Model T.

That's no short order. Although reviving a legendary vehicle challenges designers to be true to the original's message, the Model T carried many. Seemingly a four-wheeled Swiss army knife to ordinary Americans, the vehicle allowed them to travel, work, and innovate in ways previously unfathomable. Perhaps, then, it's fitting that no two projects fit exactly into the same niche. Students had free reign to encapsulate the T's spirit and update it for the 21st century.

Many designs circled around the concept of modularity, allowing the same basic vehicle to be nearly everything to everyone. Jay Uh's "Future-T" sported a modular roof structure, allowing one vehicle to serve as pickup, SUV, and convertible by adding or removing panels. Zach Whitaker's design called for customers to custom-build their own T directly at the factory, harking back to the industrial innovation associated with the T.

Others focused upon the T's impact on society, perhaps most so by David Owsen. His cube-shaped buggy, designed to take on the worst roads imaginable, hoped to bring mobility and connectivity to consumers in developing nations. Filip Bosvecki's concept brought recreation to the vehicle, including a detachable roof structure that doubled as a tent.

Some dared to explore avenues of the Model T never pursued by Ford - the performance aftermarket. As a child, Jesse Boyer took a ride in an uncle's hot rod T-bucket, and hasn't been the same since.

"I just felt that engine catch, and that cam go `lunka-lunka-lunka.' The whole experience has stayed with me today."

It shows. Boyer's entry, the MOD-T, blends images of tricked-out T-buckets with that of today's techno-laden sports cars. The car's forms are smoother than the original's - and with electric drive, there's none of the sonic delight produced by a Windsor big-block - but with a stripped-down look emphasizing the suspension and large wheels, there's no mistaking it for anything other than a hot rod of the future.

But it was Dong Tran's entry that successfully combined multiple elements of the T's legacy into one design. At first glance a shapely hatchback atop large wheels, Tran's design called for an incredibly versatile seating system, a folding hatch which transformed the car into a pickup truck, and a removable battery pack which could power objects - electronics and tools, for instance - when not in the vehicle.

That combination won the admiration of Ford designers, proclaiming it the best in show. An electric crossover may not seem a likely successor, but as Horbury reminded the audience, "in a way, the Model T was the first CUV."

Horbury believes such a formula would win the approval of the late Henry Ford, but who's saying an efficient, flexible vehicle wouldn't resonate with the American masses today?

Although it's a credible entry in the mid-size family sedan segment, the Fusion has never attained the exalted status that this magazine and many other parties have bestowed on the Mazda 6. The 6, after all, shares its underpinnings with the Fusion and other FoMoCo products.

In an attempt to capture some of the Mazda's good vibes, both four- and six-cylinder front-wheel-drive Fusions are newly available for 2008 with an $895 sport package that includes eighteen-inch wheels, red seat inserts and stitching, and a sport-tuned suspension. These mild tweaks hardly create an SVT Fusion, but our four-cylinder test car with a five-speed manual was reasonably satisfying to drive. While not as refined as the Chevy Malibu, it's miles ahead of the Chrysler Sebring. The Fusion's damping was decently firm and its shifter was pleasant, but short gearing makes for a lot of revs on the highway. The steering, alas, was overboosted.

Still, the Fusion reminds us that the basic versions of most family sedans are underappreciated, and no one need feel terribly deprived for passing up a V-6.

A new Mazda 6 arrives later this year, and one hopes that its platform will eventually imbue the next-generation Fusion with a bit more of that Mazda magic.

Ford plans to equip 80 to 90 percent of its lineup with electric power steering by 2012. Replacing hydraulic power steering with an electric unit requires less power from the engine and could increase fuel economy by one mile per gallon.

Aside from the potential gains in fuel economy, the electric power steering units take up less space under the hood and allow for tighter packaging. Losing the mechanically-driven pump also means one less pulley, making serpentine belt changes that much easier. Plus it won't need power steering hoses or fluid.

A potential benefit of the switch to electric power steering is adjustable steering effort. Many enthusiasts dislike the feel of electric power steering compared with that of a traditional hydraulic power steering system. In the future, it may be possible for individuals to dial in the exact amount of weight they want in the steering. A self-park feature, like that of the Lexus LS460 and LS600h, could become more common with the increased usage of electric power steering.

Currently the 2008 Ford Escape, Mercury Mariner, and Mazda Tribute triplets use Ford's electric power steering system on both regular and hybrid models. Expect to see the 2009 Ford Fusion, Mercury Milan, and Lincoln MKZ adopt electric power steering next.