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2000 Ford Focus - One Fun, Functional and Funky Ford
Sometimes a new car comes along that is hard to peg in terms of demographic appeal. Mazda's Miata, Volkswagen's New Beetle and the upcoming Chrysler PT Cruiser are excellent examples of vehicles that are attractive to a broad variety of people regardless of gender, age or socioeconomic status. Ford's new Focus, set to battle stalwart economy cars like the Dodge Neon and Honda Civic, could, to a certain degree, also be considered a peripheral member of this select group of models that find favor with young and old, rich and poor alike.
Escort was not appealing, and during its 20-year lifespan, there were precious few versions that could remotely be called desirable. When Escort debuted in 1980 as a 1981 model, displacing the excellent little German-built Fiesta, it was touted as a world car. It even had a badge on the front fender in the shape of a globe.
World car, our asses. The only intercontinental item on the car was the Escort name - otherwise it was tuned for American tastes. Volkswagen "Americanized" the Rabbit right about the same time. Even started building them in Pennsylvania. And we all know what happened to the Rabbit after that. Roadkill. Today, Escort is synonymous with "rental car," and in ZX2 coupe format, "chickmobile."
Anyway, here we have the Ford Focus, which effectively wipes Escort off the map worldwide, and it is truly a world car. Sold all around the globe in the same format (with small concessions to local regulations), Focus is likely the best low-priced car you can buy today. The only way Focus won't succeed is if the majority of buyers are turned off by the controversial "New Edge" styling, or if head gaskets start failing en masse five years from now, further tarnishing the blue oval's image in the minds of consumers.
In the U.S., you can choose from three body styles and four trim levels, making it easy to tailor a car to your needs, unless a five-door hatch is what you crave. We don't get that one. Europe does. Ford thinks we wouldn't like it. You're left to select from a lineup that includes the sporty ZX3 Hatchback, well-equipped SE Wagon, or sedans in basic LX, uplevel SE or zooty ZTS flavors.
Two engines are available. LX and SE models have a 110-horse SOHC 2.0-liter inline four whose maximum torque output of 125 foot-pounds arrives at 3,750 rpm. ZX3 and ZTS are equipped with a spunky 130-horsepower 2.0-liter four that makes 135 foot-pounds of motivational twist at 4,500 rpm. But 80 percent of that torque resides on a board-flat curve from idle to 6,000 rpm. This engine, dubbed Zetec by Ford, is optional on SE Sedans and Wagons.
We drove a ZX3 hatchback for a week, and thoroughly enjoyed ourselves, except for that time one of us tried to exit the back seat and shaved about four layers of skin off a shin thanks to some rough plastic trim on the lower edges of the seatbacks. Despite crank-'em-yourself windows, the ZX3 came across as a more substantial and refined vehicle than its MSRP of $14,290 would indicate. Plus, it's plenty of fun to drive.
Ford went to great lengths to hone the mechanical details on the Focus. Dr. Ulrich Eichhorn, Ford Vehicle Dynamics Manager, said, "Ford Focus had to be fun-to-drive with responsive powertrains, perfectly weighted and progressive controls, and precise steering, brakes, clutch and gearshift." Mostly, sweating the details paid off.
With Zetec motivation under hood, our 2,551-pound ZX3 performed admirably, but it didn't feel that way by the seats of our jeans. The engine made lots of noise when revved hard, and forward acceleration didn't match the volume of racket from beyond the firewall. Couple the fact that there's no redline on the tachometer (so what's the point of the tach, then?) with the disturbing din from under the hood, and you may find yourself shifting before power peaks are reached.
Ford claims that engine noise is down as much as 50 percent from the old Zetec motor that was installed in the Escort ZX2 and Contour, but it's still unsatisfactorily loud despite efforts by engineers to make the engine note pleasing through the use of Helmholtz resonators in the intake system. "Engine sound and power delivery can't match the refinement found in Japanese competition," wrote one test driver. "NVH rears its ugly head at higher revs, and the engine note isn't intoxicating like a Honda VTEC motor." Another complained, "This engine lacks a 'zing' quotient - unlike the old Mazda powerplant in the defunct Escort GT. The Zetec pulls steadily, but there's no rush to speed at higher revs."
Transferring power to the front wheels of our Focus was the standard five-speed manual transmission. Described as rubbery by some and awesome by one, the stick was nonetheless unobtrusive in operation. Engineers wanted to cut NVH from the cable-actuated gearbox, and succeeded. Clutch action was light, gear selection simple. Though it lacked the "snick-snick" precision of the Honda Civic, we have no complaints here.
Neither would we dare gripe about the steering. Not only does Focus present the driver with a perfectly sized four-spoke wheel with nice fat lumps in the 10 and 2 positions, but the power rack-and-pinion system is razor sharp in terms of responsiveness. As an added bonus, it clearly informs you about what's going on beneath the wheels. Taking just three turns to whip the wheel from lock to lock, Focus cuts a tight 35.8 wall-to-wall turning circle (curb-to-curb would be tighter yet).
Our test car had front disc/rear drum ABS with electronic brake-force distribution (EBD). Some cars that compete with Focus still utilize rear drum brakes, and don't offer technology like EBD. EBD maintains optimal braking force to the rear wheels in hard stops, helping to enhance stability and shorten braking distances. The brakes proved impressive with progressive application and a responsive nature, and the pedal offers the perfect range of travel to modulate the system easily and intuitively. When activated, the ABS performed in an unobtrusive manner.
Focus has an independent multi-link rear suspension. Benefits of this more complex and expensive type of suspension include a better ride, improved stability in bumpy turns, and less vibration transmitted to the interior. Ford even built in a slight passive toe-steer effect, and no, that doesn't involve ramming your foot through the floorboard. The rear wheels are designed to "steer" just the tiniest bit, which helps keep Focus stable if you lift off the throttle in the middle of a bumpy turn. There is a fly in this ointment, however. Riding over Southern California's lane-marking "Botts dots," a thrumming reverberation could be felt traveling from the rear of the car to the driver's seat.
Nevertheless, Focus offers a smooth ride that absorbs most road irregularities without filtering communication to the driver. The downside of the surprisingly plush ride? A body that rolls excessively in turns. Our drivers said: "Focus tracks really well over bumps and it's difficult to upset the chassis." "The suspension is compliant, providing a smooth, well-dampened ride without giving up any handling capability."
ZX3's P195/60R15tires, wrapped around standard alloy wheels, clung to the road tenaciously, and when they started to lose their grip as we hustled through the canyons northwest of Los Angeles, we knew about it in plenty of time to keep well within the limits of the car. An added bonus of the Goodyear Eagle RS-A tires found on our test vehicle was the lack of squeal when scooting through turns. Don't need to advertise excessive speed if you don't have to, right? Overall, test drivers remarked: "The car really digs into turns. Weight transfer is not a problem, and the Focus has a superbly balanced chassis. You can slide and drift this car around nicely." "I could get comfortable pushing this car to its limits."
An exceptionally stiff foundation allowed engineers to not only fine-tune the handling, but also provide occupants with a cabin comfortably free of road rumble and wind roar. Certainly, the 2,600 hours aerodynamicists spent in the wind tunnel, as well as triple door seals, contribute to the cocoon-like cabin. Engine drone is the only discernable annoyance at speed, and though it's irksome, conversations can be held at normal voice levels. Rock solid at speed, Focus feels like it's traveling much slower than it really is. Buy a radar detector.
The end result of Ford's attention to engineering details is a compact yet roomy, well-built yet inexpensive car that drives like you spent twice the coin that you did - which in turn doesn't make you feel like a chump who could only drop 15 large on a set of wheels.
This impression is nurtured by the beautifully-designed interior. Not only is it close to flawless in terms of ergonomics and functionality, but high-quality materials are used throughout and all controls move with a fluidity uncanny for the class. Ford even popped for silicone dampeners to erase any connotation of cheapness from the various buttons, levers and switches. Though the entire dashboard is composed of hard plastic, it has been treated with a rubbery coating that removes gloss and provides a pleasant tactile feel. We wish that Ford had used this same material to construct the otherwise excellent door panel grips, which are slippery and uncomfortable to grab.
The simplistic stereo is mounted high in the center stack, and is operated using large buttons and a rubberized volume knob. The four speakers provide rich sound, and the ZX3 comes with a standard in-dash CD player. Underneath are three big rotary dials for the climate controls. In the ZX3, a silver anodized bezel surrounds the stereo and HVAC systems, which one driver appreciated because, as she noted, "It matches my Palm Pilot." It also matches the shift knob trim.
Stubby stalks protrude from both sides of the steering column, sticking out just far enough so that you can reach them with your fingers without removing your entire hand from the wheel. The right stalk controls the wipers, and to activate the rear blade, which can be hard to find for the uninitiated, you pull toward you. The rear blade operates on an intermittent basis.
A handy rotary knob located on the lower left dash panel operates the headlights. Twist to the right, and the road in front illuminates with clear, evenly distributed light, with the right shoulder lit for an extended distance. Fog lights come standard on ZX3, and can be activated by pulling the knob out one click. This way, people who evidently cannot discern what constitutes fog or driving rain must make a conscious effort to look foolish. Those of you who dislike daytime running lights won't find them on Focus, though they are available as a fleet option.
The large cupholders in the forward section of the floor console are well sized for a variety of beverage containers, but the dashboard overshadows them and could limit the heights of some drinks. There's also a nifty pen holder down there. But the single jarring detail of the interior is also evident in this area. The console is molded using two different textures, and the joint between them is obvious, creating an unfinished appearance.
Simple instrumentation is easy to see, read and understand, and the handy fuel door indicator on the gas gauge makes up somewhat for the missing redline on the tachometer. Storage space is also lacking. There is a giant glove box, but the low-rimmed door bins won't hold much (you get larger ones when power windows are ordered on sedans and wagons), and decently sized dash storage bins are conspicuously absent. However, if you order the smoker's package, the ashtray serves as a fine coin storage box, as long as you insert a liner to keep coins from rattling.
Thoughtful details abound, from theater-dimming interior lighting that comes on when the remote is used to unlock the doors or when the key is removed from the ignition, to a simple hand crank that raises and lowers the driver's seat with ease. Ford has even designed special editions and lifestyle packages that cater to specific segments of the buyer populace:
Sony Limited Edition - Based on the SE Sedan, the Sony Edition is a rolling boombox. It includes a Sony Xplod sound system, comprised of an AM/FM/CD receiver, four red-and-black three-way speakers (one pair in each door), and a 10-inch trunk-mounted subwoofer with integrated amplifier. 460 watts of sound will hasten your loss of hearing. Just 7,000 units are to be produced, in Rainforest Green, Infra-Red, Pitch Black or an exclusive Going Platinum. The Sony Edition Focus arrives in late March for about $15,500.
Kona Edition - An SE Wagon with a Kona Blast hardtail mountain bike mounted to a special roof rack. Other details are sketchy at this writing, but the concept vehicle was equipped with unique alloy wheels, projector-beam headlamps, unique grille detailing and special Cobalt Blue paint. It is expected to be available in May.
Pet Package - The "Have Spot, Will Travel" package includes a pet restraint and harness, a hot and cool pet bed, a lint roller, a 1.5-liter pet water bottle, a stow-and-go water bowl, a food dispenser and belt bag, an insulated and water-resistant case for pet gear, and an air purifier. Available now.
Professional Package - Included in the "Mobile Pro Kit" is a voice recorder, a dashboard-mounted illuminated notepad with pockets for a cell phone or pager, a mobile workstation that attaches to the front passenger's seat and a padded REI musette bag in which to tote your laptop, cell phone and other stuff. Available now.
Sports Package - The least impressive of the bunch, the Sports package includes a backpack that slides over both front seats and a highly customizable roof rack. Available now.
Safety was also a priority, since Focus must meet government standards worldwide. One of the first small cars to market with child-seat tether anchors, Focus also protects front-seat occupants with seat belts that employ load-limiting retractors and pre-tensioners. Side airbags that shield the head and chest are optional for just $350. Focus hasn't been crash tested yet, but Ford used NHTSA's 35-mph fixed barrier test as an engineering target, and the claimed result is an ability to absorb 30 percent more crash energy than it would if the lower-speed federal test served as the benchmark.
By now, you understand that we like this car. And you might be wondering if there's a downside to the Focus. Of course there is. No car is perfect.
Everyone complained about the seats, for one reason or another. This is disconcerting, since Ford claims interior designers strove to create a cabin that would cater to short and tall people alike, and everyone in between.
One driver found that when she fixed the seat so that she was comfortable with the pedals, the dash towered high enough to interfere with outward vision. She couldn't tell where the front of the car was anymore. When she raised the seat to improve visibility, her legs felt cramped and uncomfortably close to the dash. Making matters worse, she "practically dislocated a shoulder trying to reach the seat belt." Another staffer griped about seat size, claiming that his shoulders extended well beyond the upper edges of the seatback. In his opinion, large people with wide torsos might find the Focus' seats to be narrow and unsupportive.
This writer found the driver's seat to be comfortably firm and supportive, well-bolstered on the sides, and widely adjustable with enough seat track travel and an appreciated height adjustment. But after 45 minutes of driving, back pain flared and the bottom cushion wasn't providing optimal thigh support. Also, the ZX3 could use a tilting and telescoping steering column (available on sedans and wagons) to help achieve an ideal driving position. And if you lean back on the seat to extract your wallet, a metal bar pokes into your upper back through the thin padding.
The rear seat was no treat, either. While roomy enough for two adults with plenty of head and foot room and adequate legroom, the problem lies in getting in and out of the rear quarters. The front passenger's seat doesn't roll forward to ease entry or egress, meaning the seat must be manually shoved forward to increase the space for occupants to enter or disembark. Exacerbating the problem, the seatback doesn't return to its reclined position after letting someone in or out. While we were putzing around with this inconvenient setup, one of our evaluators scraped a healthy amount of skin off an exposed shin thanks to a poorly finished piece of plastic, and proceeded to bleed for about 20 minutes, crimson rivulets coursing down his leg and threatening his snazzy new tennies with permanent stains.
Focus has a 60/40-split folding rear seatback, which is good. However, to create a flat load floor, you must first fold the bottom cushion up, which is a single piece. This means you cannot utilize either the 60 or 40 side in conjunction with a flat load floor and a rear passenger. Whose brilliant idea was this?
Automatic door locks are almost always an irritant, and Focus has them. Come to a stop, open your door, go around to the other side to unload groceries, your laptop or a hot date who wants to come up for coffee and ... whammo! Nothing. The door is still locked. Don't you look like a fool?
Generally, outward visibility is outstanding. But when you're backing up, and you look rearward over your left shoulder, the B-pillar, seatbelt webbing, large headrest, and sloping C-pillar completely obliterate your view to the 7-o'clock position. Use your mirrors.
Finally, our test ZX3 was missing power windows and power mirrors. They weren't even optional on early-build cars, and the remote control for the right mirror is on the right A-pillar, far from reach. Considering how good the car makes you feel in terms of drivability, ergonomics, fit and finish, and surprise-and-delight details, the inability to equip the first few thousand hatchbacks with two common power accoutrements came across to our staff as nothing more than brazen, indifferent cost cutting or a serious lapse in judgment. Ford evidently has recognized the error of their ways, and began offering a power package including windows and mirrors shortly after our test drive.
But it's not enough to keep us from recommending the Focus. Refined, roomy and fun to drive, Ford offers just about any flavor you want. If, after reading this review, you're even thinking about a Chevrolet Cavalier, a Daewoo Nubira, a Toyota Echo, or any number of other relatively lame econocars that can cost as much or sometimes more than the Ford Focus, you need to jump on the clue bus. Quickly.
Text Source: Edmunds.com : By Christian Wardlaw
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