1997 Ford E150 Handicapwheelchair Conv. Van Great For Tall, Or Larger Person on 2040-cars

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Watch Tanner Foust hustle the Fiesta ST 'round the 'Ring

The last time we saw Tanner Foust at the Nürburgring he was sloshing an SVT Raptor from kerb to kerb. Sticking with Ford but swapping keys, this time the drift champion and Top Gear USA host goes to the opposite end of the manufacturer's tuner garage and plucks a Fiesta ST for 'Ring duty.
The 179-horsepower front-wheel-driver acquits itself well by the end of the video. But be warned, Foust doesn't set a 'Ring time and it's shot like a commercial... because that's what it is. Still, you can enjoy all two minutes and 31 seconds of it below.

Your official Ford Transit specs are here, $29,565* to start

Ford has released the full list of pricing and specs on its new Transit, the replacement for the long-lived E-Series cargo van. Prices are set to start at $29,565 and can increase rapidly from there, depending on length, engine and wheelbase, among other options.
Let's talk first about those new engines. The base is the familiar 3.7-liter, naturally aspirated V6. It boasts 275 horsepower and 260 pound-feet of torque and can return up to 14 miles per gallon in the city and 19 mpg on the highway. This engine can also be adapted to run on LPG or compressed natural gas. Of course, there are better alternatives, for a price, the first of which is Ford's well-received, 3.5-liter EcoBoost V6. It packs 310 hp and a best-in-class 400 lb-ft of torque (available at just 2,500 rpm) while matching the naturally aspirated engine in both city and highway fuel economy.
Then, there's the diesel. With a 3.2-liter, five-cylinder diesel mill at its disposal, the Transit generates 350 lb-ft between 1,500 and 2,500 rpm, along with 185 hp. This engine hasn't been rated by the EPA, although we'd be really, really surprised if it didn't handily best either of the gas-powered engines in fuel efficiency. A six-speed automatic is standard, regardless of engine.

The next-generation wearable will be your car

This year's CES has had a heavy emphasis on the class of device known as the "wearable" – think about the Apple Watch, or Fitbit, if that's helpful. These devices usually piggyback off of a smartphone's hardware or some other data connection and utilize various onboard sensors and feedback devices to interact with the wearer. In the case of the Fitbit, it's health tracking through sensors that monitor your pulse and movement; for the Apple Watch and similar devices, it's all that and some more. Manufacturers seem to be developing a consensus that vehicles should be taking on some of a wearable's functionality. As evidenced by Volvo's newly announced tie-up with the Microsoft Band 2 fitness tracking wearable, car manufacturers are starting to explore how wearable devices will help drivers. The On Call app brings voice commands, spoken into the Band 2, into the mix. It'll allow you to pass an address from your smartphone's agenda right to your Volvo's nav system, or to preheat your car. Eventually, Volvo would like your car to learn things about your routines, and communicate back to you – or even, improvise to help you wake up earlier to avoid that traffic that might make you late. Do you need to buy a device, like the $249 Band 2, and always wear it to have these sorts of interactions with your car? Despite the emphasis on wearables, CES 2016 has also given us a glimmer of a vehicle future that cuts out the wearable middleman entirely. Take Audi's new Fit Driver project. The goal is to reduce driver stress levels, prevent driver fatigue, and provide a relaxing interior environment by adjusting cabin elements like seat massage, climate control, and even the interior lighting. While it focuses on a wearable device to monitor heart rate and skin temperature, the Audi itself will use on-board sensors to examine driving style and breathing rate as well as external conditions – the weather, traffic, that sort of thing. Could the seats measure skin temperature? Could the seatbelt measure heart rate? Seems like Audi might not need the wearable at all – the car's already doing most of the work. Whether there's a device on a driver's wrist or not, manufacturers seem to be developing a consensus that vehicles should be taking on some of a wearable's functionality.