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| Published
on 24
Jan 2011 |
All rights reserved.
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Being great fans of
the
first generation Ford Focus and having been disappointed by the second
generation, we sincerely hope the Mk3 to succeed. We hope it will bring
back the innovative style and great driving fun that marked out the
original car. We also hope it will be a "world car" again, so that not
only motorists in Europe and Asia but also those in America can enjoy
driving it. Hopefully this could break the domination of Volkswagen
Golf.
Ford seems to have answered most of our requests. The third generation
Focus will be a global offering again. It will be produced in Germany,
USA, China, Spain and Russia. Its underpinning platform will give birth
to 10 variants in total, including 5-door hatchback, 4-door sedan (for
China and US mainly), a station wagon, a coupe-cabriolet and sister
cars like C-Max and Kuga etc. There won't be a 3-door hatchback
anymore, but expect a Scirocco-style "New Capri" will fill that gap.
These cars will push its annual production volume to 2 million units a
year, even though Mazda has left the camp - by the way, this mean the
new Focus no longer needs to share its dynamic know-how with Mazda 3.
Compare with the dull-looking Mk2, the Mk3 Focus looks far more
aggressive – some may think it is probably too aggressive for a family
car. Its profile is very sporty, with a steeply raked windscreen and
rising waist line to promote a coupe shape. The arc-shape side windows
also promote the misconception of coupe while leaving enough headroom
for rear passengers. They just hamper the airiness of the cabin. The
best to view the car is from the sides, where it appears to have some
family resemblance with the original Focus. Not so great are both ends.
Up front, you see a fairly characterless front grille and three
oversized lower intakes that pretend to be a rally car. In fact, the
two triangular ones are actually blocked, so they are purely cosmetic.
The same can be said to half of the central intake. Men may prefer this
killer style, but ladies are unlikely. The rear of hatchback breaks no
ground from Lancia Delta or Opel Astra, but the taillights are
obviously flamboyant. Overall, I would say Martin Smith (Ford's
European design boss) is too heavy-handed this time. It's not as
tasteful as Fiesta, although it does mark itself out by its
aggressiveness.
Cabin is where the new Focus falls short of competition. Like Fiesta,
its center console is designed with inspiration from mobile phones.
Unfortunately, the reference it took is obviously Nokia rather than
iPhone, which means the design is quirky and outdated. On the top
Titanium X trim, the dashboard is made of high-grade plastics and
nicely decorated with faux metal and piano black treatment. On cheaper
Zetec model, they gave way to low-rent plastics which rob the car of
quality feel. Golf and Astra will be safe from its challenge in this
respect.
Cabin space is not its strongest suit either. Despite of a competitive
wheelbase at 2648 mm, the Focus' cabin room is just average. Rear
passengers will find less legroom than in the case of Astra and less
headroom than in Golf. The smaller windows also make the ambience dark
and confined. On the positive side, the driving position is excellent,
thanks to fully adjustable steering wheel and a driver seat that
finally adjust low enough. The latter answered our criticism on the Mk2.
The new Focus is about the same size as the last one. It also rides on
similar (but further polished) suspensions consisting of MacPherson
struts up front and control-blade multi-links at the rear. Predictably,
the chassis employs high percentage of high-strength and
ultra-high-strength steel, so its solidity and crash protection is
significantly improved. The electro-hydraulic assistance in the
steering is finally lost to a pure electric setup in the view of lower
costs and energy consumption. New Dynamic Cornering Control adds
brake-actuated "torque vectoring", just like many rivals already did.
Engines are just as we have seen in sister car C-Max. It starts from a
1.6-liter Ti-VCT (twin-variable cam timing) with 125 hp, then a couple
of turbo diesels (115hp 1.6TDCi and 163hp 2.0TDCi) and finally two
versions of 1.6-liter Ecoboost direct-injection gasoline turbo engine,
producing 150hp or 180hp. Considering the new Focus gets heavier again
(by 75-100 kg depending on engines), it needs the turbocharged engines
badly. Ford's 2.0 turbo diesel is a willing and refined performer, but
the 1.6 turbo petrol is even better for its sweeter revving manner and
lighter load on the front axle, which puts less stress on handling.
This bring us to the most important part of assessment – ride and
handling. Can it repeat the success of Mk1 ? Regretfully, it cannot.
The new Focus continues to shift towards mass-market tastes – higher
refinement, more directional stability and safer handling. It sounds
very much like Golf. The first impression of the drive is a remarkably
quiet environment. Its sound insulation matches the best of the class,
ditto the filtering of vibration and harshness from the suspensions.
The electrical power steering is free from kickback (what else would
you expect on such systems ?). The powertrain (in case of Ecoboost or
TDCi) is refined yet flexible. The gearshift of the 6-speed manual
gearbox is slick, too. The new car is so much more relaxing to drive
than the outgoing car. Not even Golf can fend off its challenge.
Moreover, the absorbent ride does not come in the expense of body
control. It still attacks corners with the same vigor of the old car.
Its front tires still bite hard on the tarmac, and the torque-vectoring
program brakes the inside wheel to aid tight maneuver very effectively.
So why do we say it cannot match the Mk1 for driving fun ? The answer
lies on the steering and chassis balance. Although this electrical
power steering is one of the best on the market, being quick, precise
and progressively loading up in corners, it still lacks the ultimate
communication that keen drivers adore, sadly. If you have never driven
the original Focus, or to less extent the second generation, that will
be fine for you. Otherwise, you will be disappointed to see the
successive degradation of steering feel.
As we have pointed out, the new chassis is tuned to favour directional
stability. This mean you will encounter understeer more easily than
before. It also loses the previous keenness to oversteer at lift-off
throttle, giving the driver an impression of a safer but less
adjustable handling. Yes, the Mk3 might corner faster and more stable
than the old cars, but that is mainly down to its improved front end
grip rather than a dynamic chassis balance.
Having said that, the Mk3 Focus still edges out Golf for handling.
Whether it can beat Alfa Romeo Giulietta on dynamics remains to be
seen, but for sure, it is no longer in a class of its own. Taking into
account the below-par cabin and controversial styling, it is hard to
recommend over these rivals. |
Verdict:  |
| Published
on 26
Feb
2011 |
All rights reserved.
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American Focus sedan
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Two things are crucial to
American motorists - a trunk and a
large capacity engine. The American version Ford Focus is no exception.
Unlike the first generation Focus, it is designed as both hatchback and
sedan from the outset, no wonder the styling of the sedan is far better
resolved. American buyers will no longer feel being treated as
second-class citizens.
Concerning large-capacity engine, the American version skips Europe's
small turbocharged motors for a 2-liter naturally aspirated unit. It is
a development from Mazda's MZR family and packed with technologies like
Ti-VCT (twin-variable cam timing) and direct gasoline injection. The
latter enables a 12.0:1 compression hence a respectable output of 160
horsepower and 146 pound-foot of torque. Performance is brisk, if not
as strong as the 1.6 Ecoboost engine on European Focus.
While manual gearbox is standard, most American buyers are likely to
opt for the Powershift 6-speed twin-clutch gearbox. It is a good
substitution for torque-converter automatic, but its long gearing and
tendency to select higher gear at auto mode means little fun.
Obviously, the box is tuned to favour fuel economy. In manual mode,
driver satisfaction is spoiled by the lack of shift paddles – it uses a
rocker switch on the conventional gear selector to make gearchanges. It
is better to stick with the manual gearbox.
As expected, the 4-door Focus delivers a ride and handling with strong
European flavours because it shares the same suspension setting with
the European version. Its ride is firm but composed. The chassis feels
solid and noise level is remarkably low compare with its rivals ranging
from Honda Civic to Hyundai Elantra. For keen drivers in America, it
should be the first choice of the class. We wouldn't say so in Europe,
where Volkswagen Golf and Alfa Romeo Giulietta are present, but across
the Atlantic it is simply unbeatable.
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| Verdict: |
| Published
on 29
Feb
2012 |
All rights reserved.
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Focus 1.0 Ecoboost
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For decades, 3-cylinder
motors have limited presence in automotive world except on Japanese
K-cars. However, the landscape is going to be very different in the
next couple of years. Most mainstream manufacturers are having
3-cylinder engines on the pipeline – Volkswagen group has introduced a
1.0-liter unit on its Up / Citigo / Mii; Renault-Nissan has a 1.2-liter
unit on March; Ford is launching a 1.0-liter Ecoboost engine on Focus;
BMW is working on a 1.5-liter unit for its 1 and 3-series;
Opel/Vauxhall is going to build an all-new 3-pot engine; Ditto PSA
Peugeot-Citroen and Mercedes-Benz. The only exception is Fiat group, as
it bets on the even smaller TwinAir engine. Small motors have never
received such attention. The driving force behind the scene
is new EU legislation. Let me take some time to explain here.
EU regulation no. 443/2009 has been effective since the beginning of
this year. It calls for an
average CO2 emission limit of 130 grams
per kilometer for mainstream
car makers selling cars in the European Union. Failing to meet that
target
will have to pay a premium for each gram of excess emission, i.e. €5
for the first gram, €15 for the second gram and €95 per gram
thereafter. No wonder car makers work so hard on downsized engines. The
exact emission limit is actually weight
dependent, given by the formula 130g + 0.0457 x (EU weight – 1372 kg).
Take the
existing Ford Focus 1.6 Ti-VCT for example, its limit is calculated to
be 129 g/km. As its actual emission is rated at 136 g/km, theoretically
Ford has to pay a fine of €495 for each Focus 1.6 Ti-VCT sold (assuming
Ford cannot produce enough lower emission models to offset the fine).
This is why Ford developed the new 3-cylinder engine to replace the 1.6
Ti-VCT engine. The change will start with Focus.
The UK-engineered 1.0 Ecoboost is the most sophisticated 3-cylinder
engine ever reached mass production. It is engineered to be especially
compact and lightweight – some 30 kg less than the 1.6 Ti-VCT despite
of cast-iron block, partly because it abandons balancer shaft for
counterweights in the flywheel as means to cut the
typical first order vibration on 3-cylinder engines. To produce power
comparable to the already efficient 1.6 Ti-VCT, it packs direct
injection, dual-continuous VVT and a quick-spooling small turbocharger.
Initially there are two states of tune – 100hp and 125hp, both are
accompanied with 125 lbft of torque from as little as 1400 rpm. The
higher power unit is also available with a 30-second burst of up to 147
lbft on overboost. The flat torque curve makes the engine more flexible
than the old 1.6 engine, thus delivers better real-world performance,
although slightly slower figures are quoted. Moreover, the engine is
impressively refined - no perceivable turbo lag and vibration, just
like a good naturally aspirated four-cylinder engine. It is quiet, too.
Its maturity makes the Fiat TwinAir engine sounds crude.
Assisted with automatic stop-start and direct injection, the small
motor delivers an emission rating of 109 g/km for 100hp version or 114
g/km for 125hp version, excellent for a gasoline-drinking
C-segment car. If you have no idea what these figures mean, read this:
an A-segment Volkswagen Up 1.0 emits 108 g/km.
In fact, the 1.0 Ecoboost is our pick of the Focus range. It combines
useable performance, good refinement and outstanding economy in one
package. The 30 kg weight saving on front axle also makes it a bit more
eager to steer. No other small engines could be as versatile.
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| Verdict: |
| Published
on 17
Jun
2012 |
All rights reserved.
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Focus ST
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Fast Fords used to employ
RS badge from the 1970s to 1990s. In recent years, the RS badge
is reserved for the hottest limited edition models like the first two
generations Focus RS, whereas production fast Fords turned to use ST
badge. Ford produced two generations of Focus ST. The first one
(ST170) caught our hearts but was short-lived. The second car did not
gel with us but it was actually very popular, thanks to the combination
of good performance, everyday usability and accessible price. As a
result, the new Mk3 follows the successful formula set out by the
Mk2. It has no intention to rival Renault Megane RS 265, Opel Astra
OPC,
Volkswagen Golf R or Scirocco R to be the best hot hatch on the market.
Instead, it wants to be the best bargain and therefore the best
selling. With a starting price of £22,000, it is £3K
cheaper than a similarly equipped Megane RS, £5K less than the
new Astra OPC (VXR), £7K less than Scirocco R and £8K less
than
Golf R. It also undercuts the slower Golf GTi by £3K.
Alright, there are some trade-offs you have to pay. Look at the car and
you can see it isn't as elegant as its rivals. Its big mouth looks like
that of a blue whale lying on the beach. Its bumpers, spoilers, fog
lamp and signal lamp assemblies are all poorly styled. Moreover, you
have to settle with the slightly bulky 5-door body because the current
generation Focus does not offer 3-door version either. The end result
is a car looking somewhat like an aftermarket modification.
Inside, arces of chunky plastic continue to dominate the cabin
like the regular car. It looks outdated and cheap, although the
quality of materials is actually no bad. Differing from the regular car
are the Recaro sport buckets and additional gauges mounted atop the
dash.
They show oil pressure, water temperature and turbo boost pressure. As
before, I don't think they are really necessary on this car considering
the performance it offers.
Powering the ST is no longer the Volvo-sourced 2.5-liter five-pot. To
meet modern expectation for low emission, it switched to a 2.0-liter
Ecoboost four-pot engine. It is a development from the one serving
Mondeo. With modern technologies like twin-continuous VVT, direct
injection and a close-coupled low-inertia turbocharger, it is even more
advanced than the aforementioned rivals (all don't get twin-VVT, while
Renaultsport also lacks DI), let alone the old Volvo engine. Higher
tuning enables it to produce a remarkable 250 horsepower and 265
pound-foot of torque, eclipsing the old 5-pot by a good 25 hp and 29
lbft.
Moreover, it drinks 20 percent less fuel, even though the Mk3 body is
slightly heavier. The car now tops 154 mph and sprints from 0-60 mph in
6.2 seconds. It is not as quick as its rivals, but close enough to
embarrass them.
To make possible this lower price, Ford keeps the ST as simple as
possible. The gearbox is strictly a 6-speed manual. The suspension
basic remains the same as the regular Focus, leaving the sophisticated
RevoKnuckle struts to the next RS, if it will ever be built. Stiffer
springs and dampers, thicker and remounted anti-roll bars and a 10 mm
drop of ride height are all it needs.
The steering is still assisted by electric motor like the regular
Focus, although it uses a new, variable ratio rack which needs only 1.8
turns from lock to lock. To deal with torque steer, Ford introduces a
cheap solution – Torque Steer Compensation system – which is actually
the electrical power steering specially programmed to counteract the
torque steer forces if it detects the front wheels deflecting
independently of steering input. Similarly, brake-actuated electronic
torque vectoring is employed in place of costly limited slip
differential. Overall, modifications to the hardware are limited.
On the road, the ST is quite fast and fun to drive. The engine might
not be as responsive and linear as the small-turbo unit on Golf GTi,
but it is tractable low down and particularly strong at mid-range. The
power band sustains from 2000 rpm to 5500 rpm, thereafter it tails off
and leaves the car trailing its more powerful rivals. The four-cylinder
engine is surprisingly good to listen. At low rpm it is remarkably
quiet, giving it good refinement at motorway cruising. Above 3500 rpm,
a flap in the exhaust system opens and amplifies the exhaust noise.
Meanwhile, a sound symposer channels the induction noise from the
engine compartment to the cabin. Together they compose a delicious
symphony. The 6-speed manual is slick to shift, too.
Next thing you will notice is the super-quick steering. The more you
turn the quicker it becomes. This makes it especially handy to guide
the car through hairpins and tight corners, while leaving straight line
stability untouched. The steering also loads up significantly in
corners
and at speed, although the transition is too aggressive and
self-centering is a touch too strong. You will never get
a truly feelsome EPS with current technology, but as far as it goes its
communication is pretty faithful, if not as good as the
electrohydraulic rack on the old car. Torque steer, however, is still a
problem. TSC or not, you can still feel the steering wheel tugging
slightly in your hands, especially on uneven surfaces when 1st or 2nd
gear is engaged. It's not unmanageable, but its presence does hurt the
sense of refinement.
The suspension setting is softer than that of Megane RS. It sacrifices
some chassis response and body control for a supple ride that suits
day-to-day driving on a variety of roads. However, the ST is also well
balanced. It does not feel nose-heavy like the old car. It turns in
willingly, and then you can induce oversteer by lifting off throttle at
mid-corner. Such an adjustable handling makes it fun to drive.
As I mentioned from the beginning, the Focus ST is not supposed to
rival the hottest hot hatches on the market, so Megane RS 265 is safe
with its crown. What the fast Ford might threaten is Golf GTi. While it
lacks the latter's tasteful style, premium build quality, engine and
steering refinement, it offers superior performance and a more
entertaining chassis, not to mention a considerably lower price. My
heart is still at the Golf course, but many sensible drivers may put
their money on the Ford.
|
| Verdict: |
Published
on 21
Mar 2016
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All rights reserved.
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Focus RS
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Since its inception 40
years ago, the hot hatch market has never been so exciting. Today, we
have the monstrous-fast Mercedes A45, the sublime Volkswagen Golf R,
the highly entertaining Renault Megane RS275 Trophy and the flying
Honda Civic Type R, so good that not even Audi RS3 can make an
impression among them. However, when it comes to the best hot hatches
in the world, how come we miss fast Fords? Especially the new, third
generation Focus RS?
Many see the new Focus RS as a potential class leader because it has
all the ingredients to succeed – a chassis polished by the
well-respected RS team, a new 350-horsepower engine and an advanced
4-wheel-drive system. The latter is especially tempting if you remember
the last two Focus RS were FWD and therefore troubled by torque steer.
It sounds like a reborn Escort RS Cosworth, but I would say it is more
than that. Its 4WD system is not the usual Haldex multi-plate clutch
arrangement that most European manufacturers use (including Golf R and
RS3). Those systems cannot send power to the rear wheels until the
front wheels start slipping thus their handling is reactive rather than
active. Unlike them, the Ford’s 4WD hardware can actively send up to 70
percent torque to the rear axle regardless of the traction level of
front wheels. Moreover, it can distribute torque between the rear
wheels at will, or what we call “torque vectoring”. The result is more
akin to the mighty Mitsubishi Lancer Evo X with its Active Yaw Control.
The only difference is, the Ford has even more power, more grip and
stronger capability of torque vectoring. It bridges the best of both
worlds: European super-hot hatches and Japanese rally specials.
We’ll see more on that interesting 4WD hardware later, but first of all
I would like to start our review from the weaknesses of the car…
Like the last two generations, the Mk3 RS had not been on the product
plan until late in the lifespan of Focus. This means it is born with an
outdated packaging. The exterior styling is okay if you like the
boy-racer treatment, but the interior does look outdated and low in
quality compared with newer rivals. Most telling is the kerb weight of
1524 kg, some 123 kg heavier than Volkswagen Golf R. Unlike the VW’s
MQB platform, the older generation platform of Focus did not take
weight reduction seriously. If Ford could delay the launch of RS by a
year or two, it could have built the car on the next generation Focus
and shed lots of kilograms. Poor planning always hurt the RS.
To overcome the mass, it employs a larger, 2.3-liter Ecoboost direct
injection turbo four. Well, not quite as large as the 2.5-liter
five-cylinder of its predecessor, but larger than the 2.0-liter norm of
the class. It is developed from the one powering Ford Mustang, getting
a larger compressor on the twin-scroll turbo, a larger intercooler,
higher flowing intake and exhaust as well as a more heat-resisting
cylinder head (casted by Cosworth), stronger gaskets and
cylinder liners. Obviously, it is designed for more serious abuse.
Output is lifted to 350 horsepower at 6000 rpm, while max. torque is
324 pound-foot from 2000 to 4500 rpm. The latter can be lifted further
to 347 lbft on overboost for up to 18 seconds. In terms of power and
torque, it is well above all rivals except A45 and RS3.
Power is channeled to all wheels through a standard 6-speed manual
gearbox. It is a bit disappointing that the RS team has no budget to
develop a twin-clutch gearbox to rival Volkswagen or Mercedes. However,
it’s not a deadly sin, as the Focus RS is priced at a bargain
£30,000. Moreover, keen drivers should love making gearshift by
themselves, even though sacrificing a couple of tenths in 0-60 is
inevitable. Ford claims it is able to do that in 4.5 seconds. It might
take a lot of tires and some luck to replicate though. More impressive
is the 165
mph top speed, which is made possible by the unusually large front
splitter and rear spoiler. Like Honda Civic Type R, it is one of the
few hot hatches that produce zero aerodynamic lift on both axles.
Now the 4WD system. It is developed and supplied by British company
GKN, which calls it “Twinster”. GKN had already supplied a similar
system to Range Rover Evoque, but the one on Focus RS is modified to
offer rear-biased power distribution. It consists of 2 parts: Power
Transfer Unit (PTU) and Rear-Drive Module (RDM). PTU is located at the
front axle beside the
transmission. It is made of only simple gearings thus the sole function
is to transfer power to the propshaft. What does the magic is the
rear-mounted RDM. It consists of 2 hydraulic
multi-plate clutch packs, one for each rear wheel. Since the gearing is
arranged such that the rear wheels turn 1.8 percent faster than the
front wheels, it can make use of the speed difference to transfer power
to the rear wheels. When both clutch packs engage to full, 70 percent
torque goes to the rear wheels. Reduce the engagement and more torque
shifts back to the front axle. If both are disengaged, the car reverts
to FWD to save fuel. It’s that simple. Torque vectoring is achieved by
engaging one clutch pack while loosening another. If one is fully
engaged and another is open, all the available torque of the rear axle
will go to one wheel, so it offers very strong
torque vectoring effect. As you can see, the GKN Twinster has no center
and rear LSD thus it is lighter than conventional
full-time 4WD systems. On the Focus RS, it adds 60 kg including
hydraulic system, about the same
as a Haldex system.
The rest of the car is more predictable. Its suspension gets stiffer
springs, bushings and anti-roll bars as well as the addition of Tenneco
2-stage switchable (but not adaptive) dampers. The chassis is
reinforced around the rear shock towers, lifting torsional rigidity by
23 percent. The steering is quickened from 2.5 turns on the ST to just
2.0 turns, and its feel should be improved by shorter link arms and
stiffer knuckles. The 19-inch alloy wheels are shod with 235/35YR19
Michelin PSS tires or, for track use, PS Cup 2 semi-slick. Last by not
least, the brakes are enlarged to 350 mm front and 302 mm rear.
Now it's time for action. You still sit too high in the car, a problem
shared with all Focus Mk3.
Start the motor, squeeze some rev from it and you can hear an angrier
sound, followed by crackles in the overrun. There is some turbo lag low
down, but give it 2000 rpm and it
picks up quickly, pulling harder than a Golf R can manage, and doesn’t
give up until fuel cut-off at 6800 rpm. Its noise and power delivery
might lack character, but it is certainly very strong and effective,
especially in the mid-range. With so much torque, there is little need
to touch the gearstick. But if you do, it will reward you with a short,
weighty yet pretty slick gearshift.
In straight line, the Focus RS feels not as quick as Mercedes A45,
which has even more power and less weight to haul. It does feel
stronger than the Golf R, but without the responsive DSG it might be no
quicker in real-world situation. What it does feel superior is the
ability to attack corner. The quick and weighty steering places the
nose accurately. The stiff suspension keeps body roll in check. The
tires grip hard. Just when you expect the nose to run wide, torque
vectoring at the rear wheels pulls it back into line immediately.
Thanks to this
surprisingly neutral attitude, it corners faster and more accurately
than everything
else in the class on mountain roads. However, what’s more interesting
is, when you push beyond its very high limit, its tail steps out a bit,
and now you are on 4-wheel drift like a rally car! This happens in
Sport mode and especially easy in Track mode. The last mode is Drift, a
toy best reserved for tracks or wide empty roads. It induces and holds
power slide throughout the corner just as beautifully
as a rear-drive BMW M2, but with additional security of AWD. The
handling of Focus RS is simply incredible,
like a mini Nissan GT-R!
Admittedly, the Focus RS is not as agile as the lighter
Megane RS275 Trophy, and its steering isn’t as feelsome. Its stiffer
suspension setting (even in the softer damper mode) and manual gearbox
means it is not as good a daily companion as Golf R. Ditto the older
interior and lack of premium build quality. Therefore, we’ll choose the
Volkswagen for Monday to Friday, the Ford for a weekend blast in
country and the Renault for track days. Choosing either of them won’t
be wrong. However, if only one purchase is allowed, then keen drivers
should take the Ford, because it is the King of twisties.
|
| Verdict: |
|
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|
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Focus 1.6 Ti-VCT
|
2011
|
| Front-engined,
FWD |
| Steel monocoque |
| Mainly steel |
| 4358 / 1823 / 1484 mm |
| 2648 mm |
Inline-4
|
| 1596 cc |
DOHC 16 valves, DVVT
|
| - |
| - |
| 125 hp |
| 117 lbft |
| 5-speed manual |
F: strut
R: control-blade multi-link
|
| - |
| 205/55R16 |
1276 kg
|
| 122 mph (c) |
10.2 (c)
|
| - |
|
Focus 1.0 Ecoboost
|
2012
|
| Front-engined,
FWD |
| Steel monocoque |
| Mainly steel |
| 4358 / 1823 / 1484 mm |
| 2648 mm |
Inline-3
|
| 999 cc |
DOHC 12 valves, DVVT
|
| Turbo |
| DI |
| 125 hp |
125 lbft (147 lbft overboost)
|
| 6-speed manual |
F: strut
R: control-blade multi-link
|
| - |
| 205/55R16 |
1231 kg
|
| 121 mph (c) |
10.3 (c) / 9.4*
|
| 29.9* |
|
Focus 2.0TDCi
|
2011
|
| Front-engined,
FWD |
| Steel monocoque |
| Mainly steel |
| 4358 / 1823 / 1484 mm |
| 2648 mm |
Inline-4, diesel
|
| 1997 cc |
DOHC 16 valves
|
VTG turbo
|
| CDI |
| 163 hp |
| 251 lbft |
6-speed twin-clutch
|
F: strut
R: control-blade multi-link
|
| - |
| 205/55R16 |
1461 kg
|
| 134 mph (c) |
8.4 (c)
|
| - |
|
|
|
|
|
Performance
tested by: *C&D
|
|
|
|
|
|
|
Focus 1.6 Ecoboost
|
2011
|
| Front-engined,
FWD |
| Steel monocoque |
| Mainly steel |
| 4358 / 1823 / 1484 mm |
| 2648 mm |
Inline-4
|
| 1596 cc |
DOHC 16 valves, DVVT
|
| Turbo |
| DI |
| 180 hp |
| 199 lbft |
6-speed manual
|
F: strut
R: control-blade multi-link
|
| - |
| 205/55R16 |
1333 kg
|
| 138 mph (c) |
7.5 (c)
|
-
|
|
Focus 2.0 sedan (US)
|
2011
|
| Front-engined,
FWD |
| Steel monocoque |
| Mainly steel |
| 4535 / 1823 / 1465 mm |
| 2648 mm |
Inline-4
|
| 1999 cc |
DOHC 16 valves, DVVT
|
| - |
| DI |
| 160 hp |
| 146 lbft |
6-speed twin-clutch or
5-speed manual
|
F: strut
R: control-blade multi-link
|
| - |
| 215/50R17 |
1363 kg
|
| 122 mph (limited) |
5M: 7.4*
DCT: 8.1* / 8.3**
|
5M: 21.5*
DCT: 22.6* / 22.7**
|
|
Focus ST
|
2012
|
| Front-engined,
FWD |
| Steel monocoque |
| Mainly steel |
| 4362 / 1823 / 1484 mm |
| 2648 mm |
Inline-4
|
| 1999 cc |
DOHC 16 valves, DVVT
|
| Turbo |
| DI |
250 hp / 5500 rpm
|
265 lbft / 2000-4500 rpm
|
6-speed manual
|
F: strut
R: control-blade multi-link
|
| - |
| 235/40R18 |
1362 kg
|
| 154 mph (c) |
6.2 (c) / 5.7* / 5.9*** / 6.3**** /
6.3*****
|
14.7* / 16.0*** / 15.0**** / 16.4*****
|
|
|
|
|
|
Performance
tested by: *C&D, **MT, ***R&T, ****Autocar, *****Sport Auto
|
|
|
|
|
|
|
Focus RS
|
2016
|
| Front-engined,
4WD |
| Steel monocoque |
| Mainly steel |
| 4390 / 1823 / 1472 mm |
| 2647 mm |
Inline-4
|
| 2261 cc |
DOHC 16 valves, DVVT
|
| Turbo |
| DI |
350 hp / 6000 rpm
|
324 lbft / 2000-4500 rpm (overboost:
347 lbft)
|
6-speed manual
|
F: strut
R: control-blade multi-link
|
Switchable dampers
|
| 235/35YR19 |
1524 kg
|
| 165 mph (c) |
4.5 (c) / 4.6* / 4.5* / 4.8**
|
12.2* / 12.5* / 13.8**
|
|
|
|
|
|
|
|
Performance
tested by: *C&D, **MT
|
|
|
|
|
|
|
|
Copyright©
1997-2016
by Mark Wan @ AutoZine
|
|
