Tråd: Ford Focus drevet

Da Ford afsløre det oprindelige fokus måde tilbage i 1998 sendte det chokbølger igennem den europæiske bilindustri. Op til dette punkt vadesteder var mainstream sælgeren Escort, selvom det var næppe en rival til alt-erobrende VW Golf.

Fokus med sin kombination af edgy stil og ride og styre kombination, der beggared tro ændret alle der. Sin roman uafhængigt Control Blade bageste suspension, forudsat niveauer af greb og komfort som normalt er forbundet med langt mere komplekse og dyre fem-link-systemer.

Ordrer og anerkendelser kom tyk og hurtig: den nye Fokus blev den første bil til at blive nomineret som Car Of The Year samtidigt i u.s.a. og Europa - det ville samle en yderligere 75 awards i år at komme.

Seks år og fire millioner salg i 80 lande senere, anden generation af Focus blev afsløret til en noget mindre entusiastiske medier, der troede det nye design var ikke så energisk eller fed som originalen. Designer, Chris Bird var angrer om biler sammenlignende konservatisme i lyset af de skridt ændring, der var blevet foretaget i kvalitet, med rette hævder, at målet var at fastholde fokus identitet og væsentligt forbedre håndværk i stedet opfinde bilen igen. Forsøger at opnå begge dele samtidig ville have ført til hverken mål nås. En ting alle motorsport journalister blevet enige om, men var, at Ford havde gjort det igen at gøre den nye fokus endnu sjovere at køre end oprindelige.

I år da den oprindelige fokus var blevet iværksat, var vadesteder ry for at producere klasse førende dynamics blevet misundelsesværdig. Udfordringen var, at denne klasse ledelse var skjult af konservativ styling.

Dette er, hvor Martin Smith kommer ind i billedet. Ford i Europa, blev nu, ledet af Lewis Booth, der ønskede at kombinere vadesteder udestående køretøjets dynamik med drop dead gorgeous ser, for at citere Smith, der tiltrådte som leder af Fords europæiske designteam i slutningen af 2004. Tre år senere, opdateret Smedene designteam denne bil med et strejf af kinetic design, der var drivende princippet bag Smiths kreativitet.

Indførelsen af Focus Ford galvaniseret sine rivaler i at udvikle biler, der var sjovt at drev og behagelig og god leder: GMs Astra er markant bedre i alle henseender som er Golf, selv om dens styling evolution er næsten glaciale det stadig Topper hitlisterne, når det kommer til indvendige kvalitet – eller gør det?

Jeg er ved at opdage for mig selv, da jeg kommer ind i en Titanium spec Fokus drevet af den nyeste 148 hk EcoBoost motor, der lyder måske en smule sølle, men når de kombineres med 177 lb. - ft. drejningsmoment at1600 rpm eller 199 lb. -ft. af drejningsmoment for 15 sekunder af hård acceleration leverer en acceptabel 8. 6 sekunder til 62 mph, samme tid, det tager at dække 31 62 mph.

Indvendige byggekvalitet er interessant og ungdommelige i sin tilgang, inspireret af ambulant telefonerer og andre elektroniske gadgets at vi alle, uanset alder, i dag bruger.



Den største forskel jeg opdager er, hvor meget fokus er vokset gennem årene. Som 911 theres mere ben, hoved, skulder værelse-bilen føles helt en størrelse større end i 1998. Som 911-er Cayman den nye 911 og Fiesta den nye Focus? Godt finde at ud med nye næste generation Mondeo, jeg formoder.

På farten sæler sin stille, bortset fra de sædvanlige pre-produktion vind at fløjte ind i mit øre, mens jeg kører over Spaniens billardbord glatte veje. Gearskifte er smart og motoren producerer en opmuntrende gå for det udstødning note. Men der er noget niggling på bagsiden af mit sind: styretøjet. For første har gang på Focus Ford ansat Electric Power-Assisted styring efter års udvikling så meget, faktisk Ford afviste det så ikke godt nok for den forrige generation. Og dens ikke ganske så skarpe eller lydhør, som det var engang. Den udfordring, Ford har med fokus er der, og det sker med hver bil – Tænk hvordan lithesome den oprindelige Golf GTi 16-ventilede var i forhold til dagens bil – er der som lovgivning, produktudvikling og voksende markeder kollidere størrelse, vægt og emissioner så biler vokser: de bliver større og tungere.

Det betyder ikke, at sige fokus er en dårlig drevet. For modsatte, stadig er en fantastisk bil at køre. Men jeg stadig ønsker en bil til at være lidt feistier i sin styretøjets svar. I staterne kan den gennemsnitlige fokus køber være helt tilfreds – eller i Kina hvor vil det også blive lavet og solgt.

Den fordel, at de økonomiske PARTNERSKABSAFTALER er, at det kan tilpasses til de lokale markeder, så jeg ville gerne have en mere kantet føler, at det nye Fokus. For, at jeg måske bliver nødt til at vente til rygter om coupe version. Men ville det ikke stoppe mig fra at købe den seneste fem-dørs? Nej.

When Ford unveiled the original Focus way back in 1998 it sent shock waves through the European motor industry. Up to that point Fords mainstream seller was the Escort, though it was hardly a rival to the all-conquering VW Golf.

The Focus with its combination of edgy styling and a ride and steering combination that beggared belief changed all that. Its novel independent Control Blade rear suspension provided levels of grip and comfort normally associated with far more complex and costly five-link systems.

The orders and accolades came thick and fast: the new Focus was the first car to be nominated as Car Of The Year simultaneously in the U. S. and Europe – it would garner a further 75 awards in the years to come.

Six years and four million sales in 80 countries later, the second generation Focus was revealed to a somewhat less enthusiastic media who believed the new design was not as energetic or bold as the original. Designer, Chris Bird was unrepentant about the cars comparative conservatism in the light of the step change that had been made in quality, justifiably arguing that the goal was to maintain the Focus identity and significantly enhance craftsmanship rather than reinvent the car all over again. Trying to achieve both simultaneously would have led to neither target being achieved. One thing all motoring journalists agreed on, however, was that Ford had done it again in making the new Focus even more fun to drive than the original.

Over the years since the original Focus had been launched, Fords reputation for producing class leading dynamics had become enviable. The challenge was that this class leadership was disguised by conservative styling.

This is where Martin Smith comes into the picture. Ford of Europe, by now, was headed by Lewis Booth who wanted to combine Fords outstanding vehicle dynamics with drop dead gorgeous looks, to quote Smith who joined as head of Fords European design team in late 2004. Three years later, Smiths design team refreshed that car with a dash of kinetic design that was the driving principle behind Smiths creativity.

The introduction of the Focus Ford galvanized its rivals into developing cars that were fun to drive and comfortable and good looking: GMs Astra is markedly better in all respects as is the Golf although its styling evolution is almost glacial it still tops the charts when it comes to interior quality – or does it?

I am about to discover for myself as I get into a Titanium spec Focus powered by the latest 148 bhp EcoBoost engine, which might sound a bit measly, but when combined with 177 lb. - ft. of torque at1600 rpm or 199 lb. -ft. of torque for 15 seconds of hard acceleration delivers an acceptable 8. 6 seconds to 62 mph, the same time it takes to cover 31 to 62 mph.

Interior build quality is interesting and youthful in its approach, inspired by the mobile phones and other electronic gadgetry that we all, irrespective of age, nowadays use.



The biggest difference I detect is how much the Focus has grown over the years. Like the 911 theres more leg, head, shoulder room- the car feels altogether a size bigger than it did in 1998. Like the 911 – is the Cayman the new 911 and the Fiesta the new Focus? Well find that out with new next generation Mondeo, I suspect.

On the move its quiet, apart from the usual pre-production wind seals that whistle into my ear as I drive over Spains pool table smooth roads. The gearshift is slick and the engine produces an encouragingly go for it exhaust note. But there is something niggling at the back of my mind: the steering. For the first time on the Focus Ford has employed Electric Power-Assisted Steering after years of development so much, in fact, that Ford rejected it as not good enough for the previous generation. And its not quite as sharp or responsive as it once was. The challenge Ford has with the Focus is that, and it happens with every car – think how lithesome the original Golf GTi 16-valve was compared to todays car – is that as legislation, product development and growing markets impinge on size, weight and emissions so cars grow: they become bigger and heavier.

That doesnt mean to say the Focus is a bad drive. To the contrary, its still a terrific car to drive. But, I still want a car to be a little bit feistier in its steering response. In the States the average Focus buyer might be totally happy – or in China where it will also be made and sold.

The advantage of EPAS is that it can be tuned for local markets so I would like an edgier feel to the new Focus. For that, perhaps I will have to wait for the rumored coupe version. But would it stop me from buying the latest five-door? No.