09-14-2004, 12:46 AM
Not a very flattering one. The problem is that it is based on submissions made by others.
Ford Focus all about design
MARK TOLJAGIC MARK TOLJAGIC
SECOND-HAND
Is the Ford Focus a breakthrough "world car" that does everything well, according to the gushing automotive press, or is it "Ford's Pinto for the new millennium," as one disgruntled owner put it?
To understand the dichotomy, let's delve into a little background.
Henry Ford was a quick study when it came to international commerce. He crossed the Detroit River to build cars in Canada 100 years ago while the paint was still drying at his Dearborn plant.
More so than its domestic competitors, the firm learned the value of going to night school and picking up another language or two. Its trademark blue oval is worn by cars and trucks on six continents.
One of its elusive goals has been to produce a world car that could be sold on every continent with a minimum of modifications.
There have been other attempts â the Escort comes to mind â but Ford pulled out all the stops to produce a segment-killing compact this time.
The Focus was a clean-sheet design, penned and engineered by Ford's European division â the same people who gave us the troublesome Ford Contour and Mercury Mystique.
This might be our first clue.
--------------------------------------------------------------------------------
CONFIGURATION
Introduced in Europe in late 1998, the Focus offered a rigid platform, new-edge styling and stellar interior packaging.
Rather than building out, Ford built up, creating useful space by designing a taller greenhouse (8 cm higher than the Escort). Driver and passengers sit upright in chairs, rather than recline in low-slung seats close to the floor.
Enveloping the snazzy interior was equally swoopy sheet metal. The edgy lines were first seen in 1998 adorning the Mercury Cougar, another iteration of the Mondeo (Contour) platform.
When it arrived in Canada for the 2000 model year, the Focus was available as a four-door sedan, five-door wagon and three-door hatchback.
A five-door hatchback would soon follow.
Buyers could choose from two familiar four-cylinder engines: the SOHC eight-valve 2.0 litre from the Escort, which made 110 hp and 125 lb.-ft. of torque, or the DOHC 2.0 Zetec (130 hp/135 lb.-ft. of pull) out of the defunct Contour.
A five-speed manual or electronic four-speed automatic transmission (shared with corporate citizen Mazda) could be matched with either motor.
The Focus strived to be more than a run-of-the-mill economy car like the Chevrolet Cavalier or Chrysler Neon. With its avant-garde styling and premium materials, the Focus exuded a continental flair. It was a ball to drive, too.
One Car and Driver editor went so far as to claim the Focus was "as much fun to drive as a manual Jetta."
The comparison was not accidental. There's a lot of German in the Focus â much to the surprise of middle-America shoppers.
"Just because you have to buy economy doesn't mean you have to feel like you're driving an econobox," read one Internet posting.
The first-generation Focus changed little over its five-year production run. For 2002, the performance-oriented SVT Focus was introduced, sporting a hyperactive 170-hp four-banger and six-speed manual transmission.
--------------------------------------------------------------------------------
ON THE ROAD
A 2000 Focus ZTS sedan with the DOHC four and manual transmission could accelerate to 96 km/h in 9.5 seconds. Add almost a second for the automatic and two for the SOHC motor.
Straight-line performance was not stellar â it's mid-pack among economy cars â but more disconcerting was the poor fuel economy.
Owners reported real-world consumption around 11 litres/100 km (26 mpg) in mixed driving.
"I'm still shocked at how quickly that needle falls to empty," wrote one disappointed owner.
Fortunately, the Focus offered other redeeming qualities.
Ride and handling telegraphed a distinct European feel. Suspension travel was long, absorbing bumps with aplomb.
There's plenty of body lean during cornering, yet the front-drive car remained well-planted. Hobbled with all-season rubber, the sedan could still generate 0.81 g on a circular skidpad.
"My sister has a 1994 BMW 318is and, though her car experiences less body roll than the Focus does, I can keep up to her in tight corners with confidence," reader Nate Miville reports.
The SVT Focus provided more of a good thing: 0-to-96 km/h came up in 7.8 seconds, the brakes were especially strong (112-to-0 km/h in just 52 metres) and grip tenacious at 0.91 g.
--------------------------------------------------------------------------------
WHAT OWNERS REPORTED
"Nice car, if you like drinking waiting-room coffee."
Ouch. The remark, posted on a consumer Web site, speaks to the frustration some owners have experienced.
The car got off to a rough start in North America. Owners' mailboxes were littered with recall notices for the first couple of years.
"I experienced so many recalls that I lost count, but I think that it was about a dozen â many were done two or three at a time," recalls reader Gregory Radwan.
Some became exasperated with the number of required repairs, including: premature brake replacement, wheel bearing failures, rattling suspension bits, broken transmissions (both automatic and manual), faulty air conditioners, bad fuel pumps and a host of electrical problems.
It's important to note that many other owners have had nothing but nice things to say about the Focus.
"As an owner of a motorcar for over 50 years, I can honestly state it is one of the nicest cars I have ever owned," said reader Syd Griffin.
Many readers concurred.
Still, used-car shoppers should be wary, especially if there's no warranty remaining. It might be best to avoid the 2000 models.
Ford's Focus is a great example of a brilliant design that, in some owners' minds, has fallen down in its execution. Could it be a case of too many internationally trained chefs spoiling the broth?
Ford Focus all about design
MARK TOLJAGIC MARK TOLJAGIC
SECOND-HAND
Is the Ford Focus a breakthrough "world car" that does everything well, according to the gushing automotive press, or is it "Ford's Pinto for the new millennium," as one disgruntled owner put it?
To understand the dichotomy, let's delve into a little background.
Henry Ford was a quick study when it came to international commerce. He crossed the Detroit River to build cars in Canada 100 years ago while the paint was still drying at his Dearborn plant.
More so than its domestic competitors, the firm learned the value of going to night school and picking up another language or two. Its trademark blue oval is worn by cars and trucks on six continents.
One of its elusive goals has been to produce a world car that could be sold on every continent with a minimum of modifications.
There have been other attempts â the Escort comes to mind â but Ford pulled out all the stops to produce a segment-killing compact this time.
The Focus was a clean-sheet design, penned and engineered by Ford's European division â the same people who gave us the troublesome Ford Contour and Mercury Mystique.
This might be our first clue.
--------------------------------------------------------------------------------
CONFIGURATION
Introduced in Europe in late 1998, the Focus offered a rigid platform, new-edge styling and stellar interior packaging.
Rather than building out, Ford built up, creating useful space by designing a taller greenhouse (8 cm higher than the Escort). Driver and passengers sit upright in chairs, rather than recline in low-slung seats close to the floor.
Enveloping the snazzy interior was equally swoopy sheet metal. The edgy lines were first seen in 1998 adorning the Mercury Cougar, another iteration of the Mondeo (Contour) platform.
When it arrived in Canada for the 2000 model year, the Focus was available as a four-door sedan, five-door wagon and three-door hatchback.
A five-door hatchback would soon follow.
Buyers could choose from two familiar four-cylinder engines: the SOHC eight-valve 2.0 litre from the Escort, which made 110 hp and 125 lb.-ft. of torque, or the DOHC 2.0 Zetec (130 hp/135 lb.-ft. of pull) out of the defunct Contour.
A five-speed manual or electronic four-speed automatic transmission (shared with corporate citizen Mazda) could be matched with either motor.
The Focus strived to be more than a run-of-the-mill economy car like the Chevrolet Cavalier or Chrysler Neon. With its avant-garde styling and premium materials, the Focus exuded a continental flair. It was a ball to drive, too.
One Car and Driver editor went so far as to claim the Focus was "as much fun to drive as a manual Jetta."
The comparison was not accidental. There's a lot of German in the Focus â much to the surprise of middle-America shoppers.
"Just because you have to buy economy doesn't mean you have to feel like you're driving an econobox," read one Internet posting.
The first-generation Focus changed little over its five-year production run. For 2002, the performance-oriented SVT Focus was introduced, sporting a hyperactive 170-hp four-banger and six-speed manual transmission.
--------------------------------------------------------------------------------
ON THE ROAD
A 2000 Focus ZTS sedan with the DOHC four and manual transmission could accelerate to 96 km/h in 9.5 seconds. Add almost a second for the automatic and two for the SOHC motor.
Straight-line performance was not stellar â it's mid-pack among economy cars â but more disconcerting was the poor fuel economy.
Owners reported real-world consumption around 11 litres/100 km (26 mpg) in mixed driving.
"I'm still shocked at how quickly that needle falls to empty," wrote one disappointed owner.
Fortunately, the Focus offered other redeeming qualities.
Ride and handling telegraphed a distinct European feel. Suspension travel was long, absorbing bumps with aplomb.
There's plenty of body lean during cornering, yet the front-drive car remained well-planted. Hobbled with all-season rubber, the sedan could still generate 0.81 g on a circular skidpad.
"My sister has a 1994 BMW 318is and, though her car experiences less body roll than the Focus does, I can keep up to her in tight corners with confidence," reader Nate Miville reports.
The SVT Focus provided more of a good thing: 0-to-96 km/h came up in 7.8 seconds, the brakes were especially strong (112-to-0 km/h in just 52 metres) and grip tenacious at 0.91 g.
--------------------------------------------------------------------------------
WHAT OWNERS REPORTED
"Nice car, if you like drinking waiting-room coffee."
Ouch. The remark, posted on a consumer Web site, speaks to the frustration some owners have experienced.
The car got off to a rough start in North America. Owners' mailboxes were littered with recall notices for the first couple of years.
"I experienced so many recalls that I lost count, but I think that it was about a dozen â many were done two or three at a time," recalls reader Gregory Radwan.
Some became exasperated with the number of required repairs, including: premature brake replacement, wheel bearing failures, rattling suspension bits, broken transmissions (both automatic and manual), faulty air conditioners, bad fuel pumps and a host of electrical problems.
It's important to note that many other owners have had nothing but nice things to say about the Focus.
"As an owner of a motorcar for over 50 years, I can honestly state it is one of the nicest cars I have ever owned," said reader Syd Griffin.
Many readers concurred.
Still, used-car shoppers should be wary, especially if there's no warranty remaining. It might be best to avoid the 2000 models.
Ford's Focus is a great example of a brilliant design that, in some owners' minds, has fallen down in its execution. Could it be a case of too many internationally trained chefs spoiling the broth?
![[Image: bimmerandfocus.jpg]](http://img.photobucket.com/albums/v76/Flofocus/bimmerandfocus.jpg)
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