: Ford - Focus

Tim Allen drives the Jay Leno electric Focus

Thu, 08 Oct 2009 03:18:13 GMT

Nice job of driving - you can tell he knows cars by the way he handles the turns. And the new course record. Note Tim's comment about doing >190 in a Mustang race car.

Tim is also looking a little... old. And the gut will keep him out of any sequel to Galaxy Quest - he can't play Kirk if he can't take his shirt off.

Complete video here (since the embedding feature from NBC.com is inconsistent): http://www.thejaylenoshow.com/video/clips/tim-allen-racing/1164175

Drew Barrymore drives Jays electric Ford Focus

Sun, 20 Sep 2009 19:14:21 GMT

As the very first contestant Drew Barrymore has the best score so far. Yes, dumb. Dumb as the test track, which as another blog points looks like something at a kiddy park. Nonetheless, it was interesting because the Focus seems to be quick, and of course it's completely silent. With a 50/50 weight balance (due to the battery pack in the trunk), it also handles.

Jay made the mistake of saying the car was built in Dearborn, which is not entirely true. The final tuning of it was, bit otherwise it's a Ford of Europe Focus (a significantly better Focus than the lame one sold in North America) with a prototype battery pack engineered by Ford of Europe. AT the Frankfirst show last week, Ford introduced nearly the same car, minus the ST suspension, to point the way to the future 2011/2012 production car.

The jury is out here at DrivingEnthusiast...

Ford didn't cancel plans to bring the Focus RS to North America!

Mon, 08 Jun 2009 02:48:39 GMT

One bit of news last month that we meant to comment on was (in early May) the news that Ford was allegedly planning to bring the Focus RS to the United States, and then at the end of May that Ford had canceled those plans.

We were laughing so hard at these two news stories - picked up all over the web and even in Britain - that we were almost rolling around on the floor.

Folks, there weren't any plans to cancel - as anybody in the press should have known. The Focus RS can't be brought to the North America in the first place because: 1) the certification process would take a year or more, and b) the current Focus will be replaced by a remodeled car inside of two years (and that's the one which will be built here, at long last). So there is nothing to cancel.

That means that as soon as outrageous sums of money were spent to certify the car, it would go away. A platform that has never before been certified for sale in the United States. Does anybody in their right mind think that Ford could spend that kind of money to sell a decidedly niche product? Granted, a very desirable one, but still an extremely small market. For a company that still has it's global HQ and most of it's plants in hock to a consortium of banks.

Who started this baseless rumor? A) somebody who allegedly saw a Focus RS being driven around Detroit. B) wishful thinking. C) a single press interview with Ford product managers where somebody forgot to ask "which generation?".

A) The fact that a Focus RS was present in Detroit does not mean it it is imminent in the United States. Remember that this is a corporate development center - engines, technologies, emissions and crash testing are taking place for cars from all over the world. Anybody who has ever spent any time in Dearborn will attest to the wide variety of worldwide Ford products that are present at any given moment. We've personally seen products in their corporate parking lots and in the infamous prototype junkyard that were never even considered for North America. And the Internet rumors two years ago when a Falcon was spotted were just as ridiculous for all the same reasons.

B) It's wishful - and uninformed - thinking. The Focus RS is a very desirable car but the financial albatross Ford carries is just one negative factor here. The other is that the European Focus was never certified as a "world car", much less a North American car. Bumper standards, airbag standards, even standards for the safety glass are all different in Europe. And the RS model has many unique components that may not even be certifiable or capable of being built in larger numbers. Examples include the Recaro seats, which from other manufacturers are rarely certified for North America (Audi is one example). The production line for the car (part regular assembly line and part by hand) would be riddled with exceptions that would raise prices for everybody. Finally, the RS is a limited production model that isn't even being exported from Europe. Ford's business plan for the car probably limited the number of parts which were contracted for and several thousand extra/different parts for North America would break the suppliers. All of whom would now have to send replacement parts to North American warehouses. It just gets worse. Finally, production of the RS will end shortly anyway because the Focus is being considerably updated inside of two years. That new model is probably frozen in design and parts suppliers are being readied for it. Forget about last-minute changes to the current model - it's obsolete in terms of production.

C) Just lame. And silly. It's common knowledge that the new Focus is coming to North America and that it will be considerably updated from the current model. There is also the tradition of RS models to consider: in the past they have always come later in the product lifespan - once production of the base model is well established and even when the car is already a bit dated and in need of an image boost. That's what's happened in Europe, and that's why a sudden change to bring it to North America is impossible.

Expanding on C, it's obvious that Ford understands the potential of an RS model in the long-term North American market. Smaller and more economical performance cars will have a place in our market again - only this time they will be cleaner and more economical (neither are particular qualities of the current RS engine). When Ford inquired as to our interest, it was for the longer term and under the assumption of a "world car" - one that was designed from the start to be certifiable in all worldwide markets with very little exception. Then next Focus is that - the current one is not. And if there is an RS version of the next car, it's not likely to appear for several years if tradition holds true.

So sorry to rain on your parade, but this stuff is obvious and the (certain) sites that tried to press these rumors on us should have known better. Believe me, after a near purchase of a gray-market Escort RS (the real thing!) several years ago, we're ready to buy a Focus RS if the real thing should ever come here. And if it does it had better ratchet up it's specs, because we'll shortly see an EcoBoost 4 cylinder turbo with direct injection become commonplace which won't be all that far behind the horsepower of the RS. Direct injection will be required on the RS, at a minimum.

Ford Focus with SHO Taurus V-6 swap

Sat, 27 Dec 2008 03:19:23 GMT

Of course the greatest Ford V-6 engine ever was the SHO V-6... built and designed by Yamaha for Ford. It's been swapped out of SHO Tauri and into many deserving recipients. One is the Ford Focus below. See the site here: http://www.modifiedfocus.com/shoswap.htm - which unfortunately doesn't have any technical details or results.

Ford Focus with SVT Contour V-6 swap

Sat, 27 Dec 2008 02:49:59 GMT

Here's a great swap story we've been following for... just about forever. The owner swapping an SVT Contour V-6 into his Focus came this ->| |<- close to finishing the swap before he had to leave home to go back to school. The engine is in, but the electronics aren't done. The rest of the story will play out when he returns home next summer... but in the meantime see the Focus Fanatics forum story here: (suggest <right click> and <open in new tab>) http://www.focusfanatics.com/forum/showthread.php?t=121550&;page=1

Reference:

What does an SVT Contour engine look like? We have the most complete set of pics on the 'net on our site: http://www.drivingenthusiast.net/sec-ford/FMC-engines/6m25d-svt/default.htm
Don't know what an SVT Contour is? Try our extensive CDW162 platform section here: http://www.drivingenthusiast.net/sec-ford/FMC-products/platform-cdw162/default.htm

Ford Focus RS - another Ford we don't get (at least not yet...)

Sun, 14 Dec 2008 15:44:13 GMT

As Ford followers know, the current Focus in North America is simply a re-skinned version of the last Focus and is no longer related to the far superior European Focus. The North American Focus has no enthusiast value at all, although due to the gas crisis it has sold above expectations. The last North American Focus with any enthusiast interest at all was the SVT Focus, and that became obsolete against the competition so quickly that it is all but forgotten these days.

The European Focus, however, has always offered at least two enthusiast variants and has recently taken a quantum jump forward with the new RS model. With a patented "RevoKnuckle" front suspension to all but eliminate torque steer by optimizing geometry coupled with a Quafe limited slip diff feeding 235/35-19s, Ford continues it's emphasis on handling above all else. 305 HP PS and 440Nm peak torque from a DOHC 5-cylinder, serious Recaro seats, and big Brembo brakes make this a very complete car. As does the top speed of over 160 MPH.

Will we ever see the RS in the United States? That's the big question. Putting aside the financial crisis (from which we're very lucky to be finally getting the basic European Focus in 2011) it's a possibility that we'll finally see ST and RS versions now given the recent news that Ford has merged all of it's performance divisions worldwide. As you know, SVT as it was originally formed has been dead for several years. And that's a good thing, as the engineering quality of the US-designed SVT products got progressively worse right thru the Ford GT debacle ( http://www.drivingenthusiast.net/sec-blog/categories/fordFordGt/2005/03/31.html#a458 ).

The new head of worldwide Ford performance operations, Jost Capito, is a European and is moving to Detroit as of January 2009. You'll note that Mr. Capito had a major role in both WRC and the development of the RS. Lets hope he focuses (no pun intended) on true performance vehicles like these, instead of ridiculous NASCAR poseurs and off-road trucks. So while SVT will continue as a branding tool (aka a logo on wheel center caps), the emphasis will be on global ("One Ford" as Mr. Mullaly says it) performance cars and that means more like the Focus RS. Keep your fingers crossed that we'll see it built here and sold here.

Ford Press Release follows:

FORD ANNOUNCES SENIOR MANAGEMENT CHANGES TO STRENGTHEN GLOBAL PERFORMANCE VEHICLES STRATEGY

Jost Capito is appointed Director, Global Performance Vehicles and Motorsport Business Development
Jost will be based in Dearborn, USA, and will report to Hermann Salenbauch, Director Advanced Product Creation and Performance Vehicles, and Brian Wolfe , Director North America Motor Sports
Ford's North American Special Vehicle Team (SVT) led by Jamal Hameedi, Chief Nameplate Engineer, and Kerry Baldori, Chief Functional Engineer will report to Capito in his new role
Ford of Europe's performance vehicle operations will be managed by Dirk Densing, who will continue to be based in Cologne, Germany, and report to Capito and, depending on vehicle, the relevant Vehicle Line Director based in Cologne

DEARBORN, Mich., Dec. 4 – Ford Motor Company is strengthening its commitment to performance vehicles by appointing Jost Capito to the newly-created position of Director, Global Performance Vehicles and Motorsport Business Development. Jost will take up his new position in January 2009.

In his new role, Capito will be responsible for the global development of Ford's performance vehicles business. The North American SVT and European TeamRS performance vehicle organizations will come together, both reporting to Capito, to focus on the development of global performance vehicles, and the implementation of consistent vehicle attributes and DNA in future Ford performance models.

Additionally, Capito will assume responsibility for global motorsport business strategy and aligning Ford's global motorsport plans and programs. He will lead the development of motorsport opportunities for Ford's future global car products around the world, advising and working closely with the company's regional Motorsports directors.

Jost Capito joined Ford of Europe in October 2001 as director of Special Vehicle Engineering. Between 2003 and 2007, he assumed responsibility for Ford of Europe's motorsport and performance vehicle programs, leading the company's successful World Rally Championship efforts and winning Manufacturers' Championship titles for the BP Ford Abu Dhabi World Rally team in 2006 and 2007. In November 2007, Capito was appointed Vehicle Line Director for Ford of Europe's Performance Vehicles, and since then has led the development of the eagerly-awaited new Focus RS road car which will be launched in Europe in the first quarter of 2009. He was also responsible for European Fiesta ST and Focus ST performance models.

Jost Capito is 50 years old, and currently lives with his family in the UK. In his new position, he will relocate to Ford's World Headquarters in Dearborn, Michigan.

"Performance vehicles and motorsport have been important to Ford since the company was founded more than a century ago. With Jost's immense experience in both areas, performance vehicles and motorsport, we expect that tradition to continue and be strengthened within our One Ford strategy," said Hermann Salenbauch, Director of Advanced Product Creation and Performance Vehicles, Ford Motor Company.

###

BRENTWOOD, Essex, 15 December, 2008 Ford’s fastest-ever European production car, the 2009 Focus RS, will be priced from £24,995 when it goes on sale in the UK in March.

The new Focus RS is the first Ford to wear the famous Rallye Sport badge since the first-generation Focus RS was launched seven years ago, and the 22nd since 1970.
RS denotes a distinctive blend of high performance, road-holding, refinement, safety and value for money, and reflects a proud tradition of successful motor sports involvement that continues to the present day.

Under the bonnet of the Ford Focus RS is a turbocharged 2.5-litre, five-cylinder Duratec petrol engine, with a confirmed 305PS and 440Nm peak torque. Features include unique camshafts and a revised cylinder head and gasket, intake and manifold system.

Front-wheel-driven through a six-speed transmission, the Focus RS accelerates from 0-62mph in under six seconds and has a targeted top speed of over 160mph.

A class-leading balance of traction, sports handling and performance is achieved through the combination of a Quaife Automatic Torque Biasing limited-slip differential and innovative RevoKnuckle front-suspension system.

These features are complemented by a wider track, enhanced drive-shafts and rear anti-roll bar, revised springs and dampers and retuned steering, while a specially developed version of Ford’s Electronic Stability Programme (ESP) with Traction Assist (TA) provides added assurance.
Uprated disc brakes – 336mm ventilated front and 300mm rear – combine with an anti-lock braking system (ABS), electronic brake-force distribution (EBD) and Emergency Brake Assist (EBA) to supply a reassuringly high degree of stopping power.

Taking its place as the top-of-the-range Focus, the RS will be immediately distinguishable on the road, with its unique bonnet, front bumper and side skirts. Also unique to the model are its 19-inch alloy wheels, shod with 235/35 tyres.

The rear twin-bladed spoiler - the continuation of an RS tradition – and the power/heated door mirrors are also distinctive, with their high-gloss black finish.

Xenon headlights with automatic levelling and jet-wash are provided, with LED lights at the rear. Dual chrome tailpipes add a further sporting dash.

A Quickclear heated windscreen is fitted, and privacy glass for the rear. A Ford Easy Fill fuelling system removes any risk of costly mis-fuelling errors at the pump.

The driver and front passenger benefit from unique Recaro sports seats, with side bolsters trimmed to match the colour of the car – green for Ultimate Green models, blue for those finished in Performance Blue or Frozen White. Rear passengers are comfortably accommodated in a sculpted Recaro-style seat.

A manual air-conditioning system is provided, and in-car entertainment in the form of a Sony radio and six-disc CD player with DAB. A Ford Power button allows for keyless engine ignition, and a Thatcham Category 1 alarm is standard.

A £750 Luxury Pack includes the options of Dual-Zone Electronic Automatic Temperature Control (DEATC) air-conditioning; automatic headlights; rain-sensor wipers; auto-dim rear-view mirror; rear parking-distance sensors; tyre deflation-detection; and a Ford Key-Free system. The £1,500 version of the Luxury Pack adds in a Touchscreen DVD Navigation System, with seven-inch touch-screen.

Other optional extras include partially leather-trimmed seats at £500 and, for £200, Bluetooth® hands-free phone connectivity and USB port. Specifying a metallic version of the Performance Blue paintwork costs £395, while a Tri-Coat Metallic Ultimate Green finish carries a £695 price tag.

The standard price of the flagship Focus RS compares with £20,408 for the ST3, the existing top-of-the-range Focus.

# # #

Ford losses 8.7 Billion - and accelerates transformation plans

Thu, 24 Jul 2008 15:05:54 GMT

Ford announced an enormous loss today for the 2nd quarter. The loss was larger than expected at $8.7B. Ford also announced that it is accelerating the move to small cars by stating that a total of 6 small vehicles form Europe would be manufactured in the Americas for our market.

Only 3 of the vehicles were named: Fiesta, Focus, and Transit and these three had already all been announced. Two of the remaining three will probably be crossovers, and the third is speculated to be the Mondeo. However, the Mondeo overlaps with the Fusion/Milan/MKZ/Mazda6 - so how Ford will work this needless duplication remains to be seen. Note that the Fusion/Milan/MKZ will be slightly updated for 2010 (model year 2009 is abbreviated) with enhanced engines and a hybrid powerplant for the first time, but this work is just a stopgap until a revised Mondeo-based car goes worldwide.

Past examples of European Fords brought to North America were all de-contented from their European counterparts. The European Mondeo for example, was an up-market product in Europe but was de-contented for North America as the Ford Contour and Mercury Mystique. Now that small cars are important again, will Ford provide the wide range of up-market options and accessories that Europeans expect - options that would in fact make these cars desirable to North American buyers and profitable to Ford? And will we see the performance versions of the Focus offered here - the ST and RS?

I'm also glad to see that the new Explorer has been moved up as well. The Explorer has done well on it's all-independent and thoroughly modern suspension and is certainly a better product than it's counterparts from GM or Chrysler. However, it's original mission - literally a vehicle to explorer urban byways and highways, has been compromised by the increased size and weight of the platform in recent years. Here's hoping that the new Explorer breaks new ground while returning to it's original mission. Note that the Expedition and Navigator will move to the Explorer plant... perhaps those vehicles will be downsized to the current Explorer platform? They are certainly pointlessly large as they stand now, and in fact have been so even before the current fuel price crisis.

Note the references to advanced technology below:

Direct Injection: Ford is very much behind the curve here compared to European imports or GM, and especially for use on naturally aspirated engines. Note Mazda's recent announcements where DI was said to be planned for their entire range of engines by 2012 - and within the overall Ford organization they are responsible for all small 4 cylinder engines. This is a clue that we should see this by 2012 in all 4 cylinder engines up to 2.5 liters in size - unless it's treated as a premium feature and is only offered as such.
Twin Independent Variable Cam Timing - having cam timing independently adjustable on both intake and exhaust is important for both emissions and economy. This is one thing missing on Ford's new 3.5/3.7 liter V-6 engine, and it shows against the competition. With horsepower of only 265/270 (3.5/3.7) against GM's 3.6 engine with 300/306 (Camaro/Cadillac) the new Ford engine isn't competitive. Revised cylinder heads, valvetrains, and Direct Injection would provide more competitive power while also improving economy and emissions thru efficiencies.
PowerShift transmission - this a double-clutch "automated" manual. It's already offered in Europe. Look top Ford to use more off-the-shelf transmissions like this in the longer term.

Finally you'll note that mention is indeed made of new Mercury products including a small car that is implied to be unique to Mercury. Could this be a new Capri, built off the Focus chassis?

Ford Press Release follows.

FORD ACCELERATES TRANSFORMATION PLAN WITH SMALL CAR OFFENSIVE, MANUFACTURING REALIGNMENT

Ford adding new fuel-efficient small cars and crossovers to North American product lineup
Six European small vehicles coming to North America from global B-car and C-car platforms
Three large truck and SUV plants converting to small cars; retooling begins this December
Ford, Lincoln and Mercury lineup to be almost completely upgraded by end of 2010
Ford plans to be the best or among the best in fuel economy with every new product in its segment
Hybrid vehicle production and lineup to double in 2009
Capacity for North American four-cylinder engines to double by 2011
Ford, Lincoln and Mercury confirmed in company’s North American brand portfolio

DEARBORN, Mich., July 24, 2008 – Ford Motor Company [NYSE: F] today announced a significant acceleration of its transformation plan with the addition of several new fuel-efficient small vehicles in North America and a realignment of its North American manufacturing.

The actions represent a considerable shift in Ford’s North American product plans and investments toward smaller vehicles and fuel-efficient powertrains in both the near- and mid-term in line with rapid changes in customer buying preferences.

In addition to bringing six small vehicles to North America from the company’s acclaimed European lineup, Ford is accelerating the introduction of fuel-efficient EcoBoost and all-new four-cylinder engines, boosting hybrid production and converting three existing truck and SUV plants for small car production, beginning this December.

“We continue to take fast and decisive action implementing our plan and responding to the rapidly changing business environment,” said Ford President and CEO Alan Mulally. “Ford is moving aggressively using our global product strengths to introduce additional smaller vehicles in North America and to provide outstanding fuel economy with every new product.”

Mulally said the company is more focused than ever on its transformation plan, which calls for:

Aggressively restructuring to operate profitably at the current demand and changing model mix
Accelerating the development of new products that customers want and value
Financing the plan and improving the balance sheet
Working together effectively as one team, leveraging Ford’s global assets

“The progress we have made in working together to create a ‘One Ford’ global enterprise during the past two years gives us a unique competitive advantage in today’s environment,” Mulally said. “We are in a stronger position than ever to leverage Ford’s global assets to address the North American business environment. We also are building on the past few years of progress in continuously improving our quality, reducing our cost structure and introducing strong new products.”

Aggressively Restructuring
Ford will convert three existing North American truck and SUV plants for small car production, with the first conversion beginning this December.

The moves are in addition to Ford’s announcements in May and June that it is reducing its North American production plans for large trucks and SUVs for the remainder of 2008, as well as increasing production of smaller cars and crossovers.

“We are transforming Ford’s North American manufacturing operations into a lean, flexible system that is fully competitive with the best in the business,” said Mark Fields, Ford president of The Americas. “We remain committed to matching our capacity with real consumer demand, and we are equipping nearly all of our assembly plants with flexible body shops, ensuring we can respond quickly to changing consumer tastes.

“In addition, we are adding four-cylinder engine capacity to meet the growing consumer demand, while expanding production of our new EcoBoost engines, six-speed transmissions and other fuel-saving technologies,” Fields said.

Among the manufacturing realignment actions:

Michigan Truck Plant in Wayne, Mich., which currently builds the Ford Expedition and Lincoln Navigator full-size SUVs, will be converted beginning this December to production of small cars derived from Ford’s global C-car platform in 2010.
Production of the Ford Expedition and Lincoln Navigator will be moved to the Kentucky Truck Plant in Louisville, Ky., early next year.
Cuautitlan Assembly Plant in Mexico, which currently produces F-Series pickups, will be converted to begin production of the new Fiesta small car for North America in early 2010.
Louisville (Ky.) Assembly Plant, which builds the Ford Explorer mid-size SUV, will be converted to produce small vehicles from Ford’s global C-car platform beginning in 2011.
Twin Cities (Minn.) Assembly Plant – which was scheduled to close in 2009 – will continue production of the Ford Ranger through 2011 to meet consumer demand for the compact pickup.
As previously announced, Kansas City Assembly Plant this year will add a third crew to its small utility line for the Ford Escape, Escape Hybrid and Mercury Mariner and Mariner Hybrid.

In tandem with the realignments, Ford will continue to offer targeted hourly buyouts at its U.S. plants and facilities, working with the UAW to secure competitive employment levels. Ford also said it remains on track to reduce salaried-related costs by 15 percent in North America by Aug. 1.

Ford North America still expects to reduce annual operating costs by $5 billion by the end of 2008 – at constant volume, mix and exchange, and excluding special items – compared with 2005. In addition, the company said it plans to continue to reduce structural costs beyond 2008.

The company also confirmed Ford, Lincoln and Mercury will remain in its North American brand portfolio. Ford said it will work with its dealers to broaden and accelerate its dealer consolidations, which will result in a dealer network that reflects the changing industry size and model mix.

Ford also updated its current North American planning assumptions, which include:

U.S. economic recovery to begin by early 2010
U.S. industry sales to return to trend levels as the economy returns to health
Product mix changes are permanent, but some recovery will occur from the current share-of-industry for full-size pickups – though not back to levels experienced previously – as the economy and housing sector recover
Oil prices to remain volatile and high
No near-term relief from current level of commodity prices
About 14 percent U.S. market share for Ford, Lincoln and Mercury brands

Accelerating New Products
Ford is adding several new North American products in the near- and mid-term, and shifting from a primary emphasis on large trucks and SUVs to smaller and more fuel-efficient vehicles. By the end of 2010, two-thirds of spending will be on cars and crossovers – up from one-half today.

“We are accelerating the development of the new products customers want and value,” Mulally said. “We sell some of the best vehicles in the world in our profitable European and Asian operations, and we will bring many of them to North America on top of our already aggressive product plans.”

The new products include six European small vehicles to be introduced in North America by the end of 2012. Ford’s acclaimed European products are set apart by their world-class driving dynamics, exciting design and outstanding quality.

“While we have no intention of giving up our longtime truck leadership, we are creating a new Ford in North America on a foundation of small, fuel-efficient cars and crossovers that will set new standards for quality, fuel economy, product features and refinement,” Fields said.

The Ford, Lincoln, Mercury line will be almost completely upgraded by the end of 2010, including:

2009 Ford F-150, on sale in late fall with the most capability, most choice and most smart features of any full-size pickup, and with more than a 7 percent fuel economy improvement
2010 Ford Fusion, Mercury Milan, Lincoln MKZ sedans, on sale in early 2009, with Fusion’s and Milan’s four-cylinder fuel economy expected to top Honda Accord and Toyota Camry
2010 Ford Fusion Hybrid and Mercury Milan Hybrid, beginning production late this year and on sale in early 2009 – with fuel economy expected to top the Toyota Camry hybrid
New Ford Mustang – coupe, convertible, and glass-roof models – in early 2009
New Ford Taurus sedan – with EcoBoost engine and even more advanced safety and convenience technologies – in mid-2009
New European Transit Connect small multi-purpose van in mid-2009
New Lincoln seven-passenger crossover – with EcoBoost engine – in mid-2009
New European Ford Fiesta, in both four- and five-door versions, in early 2010
New European Ford Focus, in both four- and five-door versions, in 2010
New Mercury small car in 2010
New European small vehicle that will be a “whitespace” entry in North America in 2010
Next-generation Ford Explorer – with unibody construction, EcoBoost, six-speed, weight savings and improved aerodynamics for up to 25 percent better fuel economy – in 2010

With every new product, Ford expects to be the best or among the best for fuel economy. This is aided by one of the most extensive powertrain upgrades ever for Ford. By the end of 2010, nearly all of Ford’s North American engines will be upgraded or replaced. In addition, within two years, nearly all of Ford’s North American lineup will offer fuel-saving six-speed automatic transmissions.

The improvements build on several Ford fuel economy leaders today, such as:

2009 Ford Flex, which is the most fuel-efficient standard seven-passenger vehicle on the market, topping the 2009 Honda Pilot
2009 Ford Focus, with highway fuel economy of up to 35 mpg – better than the smaller 2008 Honda Fit and 2009 Nissan Versa SL and a key reason Focus retail sales are up 50 percent
2009 Escape, with a new 2.5-liter four-cylinder engine and six-speed transmission delivering best-in-class highway fuel economy of 28 mpg – ahead of Toyota RAV4 and Honda CR-V
2009 Ford Escape Hybrid, delivering 34 mpg in the city and 31 mpg on the highway, making it the most fuel-efficient utility vehicle available

Coming in 2009 are the first applications of Ford’s new EcoBoost engines. EcoBoost uses gasoline turbocharged direct-injection technology for up to 20 percent better fuel economy, up to 15 percent fewer CO2 emissions and superior driving performance versus larger-displacement engines.

EcoBoost V-6 engines will be introduced on several vehicles next year, beginning with the Lincoln MKS and Ford Taurus sedans, and Ford Flex crossover. Four-cylinder EcoBoost engines will debut in 2010 in both North America and Europe. Ford will offer EcoBoost on more than 80 percent of its North American lineup by the end of 2012.

Ford also plans to double capacity for North American four-cylinder engines to more than 1 million units by 2011, to meet the consumer trend toward downsized engines for fuel economy. The smaller engines will deliver significant fuel savings.

In addition, Ford plans to double its hybrid volume and offerings next year – and is looking to expand further going forward. Production of the all-new 2010 Ford Fusion Hybrid and Mercury Milan Hybrid begins in December – with fuel economy expected to top the Toyota Camry hybrid.

With these new models, the Ford Escape Hybrid – now in its fifth year of production – and the Mercury Mariner Hybrid, Ford will offer four hybrid vehicles. That will make Ford the largest domestic producer of full hybrid vehicles in North America, second only to Toyota in sales volume.

Ford also is introducing six-speeds with PowerShift that offers the fuel economy of a manual transmission and convenience of an automatic; start-stop engines that shut off when the vehicle stops; electric power steering; direct injection, and Twin Independent Variable Cam Timing engines. These technologies will be progressively introduced within the North American lineup by 2012.

“One Ford”
Driving Ford’s product transformation is the company’s “One Ford” global product development vision, which will deliver more vehicles worldwide from fewer core platforms, further reduce costs and allow for the increased use of common parts and systems.

In the next five years, Ford will build more than 1 million vehicles a year worldwide off its global B-car platform and nearly 2 million units worldwide off its global C-car platform.

“Ford is investing most where consumer growth is taking place – and that’s in highly fuel-efficient global small cars,” said Derrick Kuzak, Ford group vice president of Global Product Development. “One of every four vehicles in the world today is a ‘C’ or Ford Focus-sized vehicle, and we expect the segment to grow more than 20 percent to 6 million units in North America and 25 million worldwide by 2012. We see similar strong growth in the B-segment, where the Fiesta competes.”

With Ford’s global product development plan, all of the company’s vehicles competing in global segments will be common in North America, Europe and Asia within five years. In addition to B- and C-sized small cars, the company’s Fusion- and Mondeo-sized C/D cars and utilities will be common globally. The same will be true for commercial vans.

Ford said it is uniquely positioned to take advantage of its scale, already acclaimed global products and the strength of the Ford brand around the world to respond to the current changing marketplace and to begin to grow profitably. The company said its success in growing market share and profits with smaller, more fuel-efficient vehicles in Europe is now the template around the world.

“We remain absolutely committed to creating an exciting, viable Ford going forward – and to transforming Ford into a lean global enterprise delivering profitable growth over the long term,” Mulally said. “We continue to make progress on every element of our transformation plan, and we are taking decisive steps in the near term to ensure our long-term success.”
Risk Factors

Statements included herein may constitute “forward-looking statements” within the meaning of the Private Securities Litigation Reform Act of 1995. Forward-looking statements are based on expectations, forecasts and assumptions by our management and involve a number of risks, uncertainties, and other factors that could cause actual results to differ materially from those stated, including, without limitation:

Continued decline in market share;
Continued or increased price competition resulting from industry overcapacity, currency fluctuations or other factors;
An increase in or acceleration of market shift away from sales of trucks, sport utility vehicles, or other more profitable vehicles, particularly in the United States;
A significant decline in industry sales, particularly in the United States, Europe or South America, resulting from slowing economic growth, geo-political events or other factors;
Lower-than-anticipated market acceptance of new or existing products;
Continued or increased high prices for or reduced availability of fuel;
Currency or commodity price fluctuations;
Adverse effects from the bankruptcy or insolvency of, change in ownership or control of, or alliances entered into by a major competitor;
Economic distress of suppliers that has in the past and may in the future require us to provide financial support or take other measures to ensure supplies of components or materials;
Labor or other constraints on our ability to restructure our business;
Work stoppages at Ford or supplier facilities or other interruptions of supplies;
Single-source supply of components or materials;
Substantial pension, postretirement health care and life insurance liabilities impairing our liquidity or financial condition;
Inability to implement Retiree Health Care Settlement Agreement with UAW to fund and discharge retiree health care obligations because of failure to obtain court approval or otherwise;
Worse-than-assumed economic and demographic experience for our postretirement benefit plans (e.g., discount rates, investment returns, and health care cost trends);
The discovery of defects in vehicles resulting in delays in new model launches, recall campaigns or increased warranty costs;
Increased safety, emissions (e.g., CO2), fuel economy, or other regulation resulting in higher costs, cash expenditures, and/or sales restrictions;
Unusual or significant litigation or governmental investigations arising out of alleged defects in our products or otherwise;
A change in our requirements for parts or materials where we have entered into long-term supply arrangements that commit us to purchase minimum or fixed quantities of certain parts or materials, or to pay a minimum amount to the seller (“take-or-pay” contracts);
Adverse effects on our results from a decrease in or cessation of government incentives;
Adverse effects on our operations resulting from certain geo-political or other events;
Substantial negative Automotive operating-related cash flows for the near- to medium-term affecting our ability to meet our obligations, invest in our business or refinance our debt;
Substantial levels of Automotive indebtedness adversely affecting our financial condition or preventing us from fulfilling our debt obligations (which may grow because we are able to incur substantially more debt, including additional secured debt);
Inability of Ford Credit to access debt or securitization markets around the world at competitive rates or in sufficient amounts due to additional credit rating downgrades, market volatility, market disruption or otherwise;
Higher-than-expected credit losses;
Increased competition from banks or other financial institutions seeking to increase their share of financing Ford vehicles;
Changes in interest rates;
Collection and servicing problems related to finance receivables and net investment in operating leases;
Lower-than-anticipated residual values or higher-than-expected return volumes for leased vehicles; and
New or increased credit, consumer or data protection or other regulations resulting in higher costs and/or additional financing restrictions.

We cannot be certain that any expectation, forecast or assumption made by management in preparing forward-looking statements will prove accurate, or that any projection will be realized. It is to be expected that there may be differences between projected and actual results. Our forward-looking statements speak only as of the date of their initial issuance, and we do not undertake any obligation to update or revise publicly any forward-looking statement, whether as a result of new information, future events or otherwise. For additional discussion of these risks, see “Item 1A. Risk Factors” in our 2007 Form 10-K Report.

Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 229,000 employees and about 90 plants worldwide, the company’s core and affiliated automotive brands include Ford, Lincoln, Mercury, Volvo and Mazda. The company provides financial services through Ford Motor Credit Company.

Ford Focus RS coming to Europe... but what about US?

Fri, 20 Jun 2008 16:57:35 GMT

Ford has a rich heritage of performance Foci, Escorts, and other small Fords in Europe. With the new Ford Focus coming to North America in late 2010 (MY 2011), it's a natural question to ask about performance models. The Focus ST is roughly equivalent to a Subaru WRX or Mitsubishi Lancer Ralliant - except it doesn't have all-wheel drive. The Focus RS is somewhere above that - lots of horsepower but still no all wheel drive - and therefore still under the Evo or STI in overall capabilities.

The upcoming Focus RS has only officially been shown in the following picture. However, lots of pictures can be found of it being tested at Nurburgring.

Only time will tell if we'll get one or both of these in North America... certification and component costs would be very high for small volume, but they would serve to nicely showcase the new Focus.

FORD CONFIRMS NEW HIGH PERFORMANCE FOCUS RS IS ON THE WAY

COLOGNE, December 17, 2007 – Ford of Europe is confirming its plan to deliver an exciting all-new, high performance Focus RS model for launch in 2009. A design image released by the company today hints at the exciting direction the new model is taking.

The new Focus RS will be based on the dynamic new Focus ST. It will be developed by Ford Team RS, a specialist team led by Jost Capito who, as previously announced, is being appointed to the new role as Vehicle Line Director for Ford of Europe Performance Vehicles from January 1, 2008.

"With two consecutive Manufacturers' World Rally Championship titles under our belt, the time is right to create a new Focus RS," said John Fleming, Ford of Europe's President and CEO. "With the Fiesta and Focus ST models, Jost and his team have proved already that they can deliver exciting and practical performance road cars. The success of these models, combined with Jost's experience in motorsport and Ford of Europe's positive business results, mean that we now have a credible business case for a no-compromise Focus RS roadcar for more enthusiastic drivers."

The basic concept for a new Focus RS has been under development within Ford Team RS under Capito's leadership for some months already. Now that the programme has been given the 'green light', Capito and his team will be concentrating fully on this programme.

"We have reviewed our technical options and worked closely with the Design team on how the car might look, and I'm very excited by the results," said Jost Capito, "Now with the programme going ahead, the hard work really starts as the small team working on the project takes the car from prototype to production."

Stay Tuned
Ford of Europe will not reveal any of the technical details of the new Focus RS until closer to launch in 2009. The company plans to show a concept version of the car publicly for the first time in mid-2008.

"We will use the redesigned 2008 Focus ST as the base for a no-compromise RS model that will become the ultimate road-going Focus," Capito added. "Just as the Focus RS WRC owns the rally circuit, we want the new Focus RS to own the road, so we have the major competitors in our sights as we develop the car's performance, design, handling and braking."

"We're not ready to confirm any of the technical details of the new Focus RS yet - Jost and his team have a lot to do to finalise the exact specification and styling," said Fleming. "But make no mistake, I can assure you that ultimately, the car we plan to launch will be worthy of wearing the coveted Ford RS badge."

2008 European Ford Focus - specs

Fri, 20 Jun 2008 16:19:20 GMT

It's way to early to determine the specification of the European Focus that wil be built here for the North American market... but the specifications of the new 2008 European Focus illustrate what some of the options would be. You can see that there is a wide variety of 4 and 5 cylinder petrol and diesel engines available for Ford planners to choose from. Ford has already said a 6-speed transmission and direct injection will be available for us.

Preliminary Technical Specifications – November 2007

PETROL ENGINES

Engine type

1.4l
Duratec

1.6l
Duratec ¹

1.6l
Duratec Ti-VCT

1.8l
Duratec ²

2.0l
Duratec ^1,3

2.5l
Duratec ST

Power

100

115

125

107

145

166

225

Emission level

Euro4

¹ also available with automatic transmission
² also available as 'Flexifuel' version, capable of using Bio-Ethanol/Fuel blends up to E85 (85% Bio-Ethanol)
³ also available as CNG and LPG versions

DIESEL ENGINES

Engine type

1.6l
Duratorq
TDCi

1.8l
Duratorq
TDCi

2.0l
Duratorq
TDCi ³

2.0l
Duratorq
TDCi ²

Power

109

115

110

100

136

Emission level

Euro4

Euro41

Euro4

Euro41

¹ available with Diesel Particulate Filter (DPF)

²also available with Ford PowerShift transmission

³ only in combination with Ford PowerShift transmission

ENGINES

		1.4l Duratec	1.6l Duratec	1.6l Duratec Ti-VCT	1.8l Duratec ¹	2.0l Duratec ²	2.5l Duratec ST
Type		Inline four cylinder, transverse					Inline five cylinder, transverse
Displacement	cm³	1388	1596	1596	1798	1999	2522
Bore	mm	76.0	79.0	79.0	83.0	87.5	83.0
Stroke	mm	76.5	81.4	81.4	83.1	83.1	93.2
Compression ratio		11.0 : 1	11.0 : 1	11.0 : 1	10.8:1	10.8 : 1	9.0 : 1
Max power	PS (kW)	80 (59)	100 (74)	115 (85)	125 (92)	145 (107)	225 (166)
	at rpm	5700	6000	6000	6000	6000	6000
Max torque	Nm	124	150	155	165	185	320
	at rpm	3500	4000	4150	4000	4500	1600 - 4000
Valve gear		DOHC	DOHC	DOHC	DOHC	DOHC	DOHC
Valves per cylinder		4	4	4	4	4	4
Camshaft drive		Belt	Belt	Belt	Chain	Chain	Belt
Crankshaft bearings		5	5	5	5	5	6
Engine management		Siemens	Siemens	Siemens	Visteon	Visteon	Bosch
Fuel injection		Electronic fuel injection (EFI)					EFI, turbocharger
Ignition		Electronic distributor less
Emission controls		Close-coupled, closed loop, three-way catalyst with oxygen sensor
Emission level		Euro4	Euro4	Euro4	Euro4	Euro4	Euro 4
Lubrication system		Pressure-fed lubrication system with full flow oil filter
Lubrication system capacity with/without filter	l	3.8/ 3.5	4.1/ 3.75	4.1/ 3.75	4.3/ 3.9	4.3/ 3.9	6.4/ 6.1
Cooling system		Water pump with thermostat and valves
Cooling system capacity, incl. heater	l	5.5	5.8	6.0	6.5	6.3	7.1
Fuel type, grade		Unleaded petrol, 95 RON
Fuel tank capacity	l	55

¹ also available as 'Flexifuel' version, capable of using Bio-Ethanol/Fuel blends up to E85 (85% Bio-Ethanol)
² also available as CNG and LPG versions

ENGINES

		1.6l Duratorq TDCi	1.6l Duratorq TDCi	1.8l Duratorq TDCi	2.0l Duratorq TDCi ¹	2.0l Duratorq TDCi
Type		Inline four cylinder, transverse
Displacement	cm³	1560	1560	1753	1997	1997
Bore	mm	75.0	75.0	82.5	85.0	85.0
Stroke	mm	88.3	88.3	82.0	88.0	88.0
Compression ratio		18.3 : 1	18.3 : 1	17.0 : 1	18.3:1	18.3 : 1
Max power	PS (kW)	90 (66)	109 (80)	115 (85)	110 (81)	136 (100)
	at rpm	4000	4000	3700	4000	4000
Max torque	Nm	215	240	280	265	320
	at rpm	1750	1750	1900	2000	2000
Valve gear		DOHC	DOHC	SOHC	DOHC	DOHC
Valves per cylinder		4	4	2	4	4
Camshaft drive		Belt and chain	Belt and chain	Belt	Belt and chain	Belt and chain
Crankshaft bearings		5	5	5	5	5
Engine management		Bosch	Bosch	Delphi	Siemens	Siemens
Fuel injection		Common-Rail direct injection, turbocharger
Emission controls		Oxidation catalyst with EGR
Emission level		Euro4	Euro42	Euro4	Euro42	Euro42
Lubrication system		Pressure-fed lubrication system with full flow oil filter
Lubrication system capacity with/without filter	^l	3.8/ 3.4	3.8/ 3.4	5.6/5.0	5.5/5.0	5.5/5.0
Cooling system		Water pump with thermostat and valves
Cooling system capacity, incl. heater	^l	5.5	5.8	6.0	6.3	6.3
Fuel type, grade		Diesel
Fuel tank capacity	^l	53

¹ available in combination with Ford PowerShift transmission only

² available with Diesel Particulate Filter (DPF)

Drive line

Drive:	Front wheel drive

Clutch:	Hydraulic-operated single plate diaphragm spring, Dual mass flywheel (not for 1.6l Duratec, 1.6l Duratec TiVCT & 1.8 Duratec HE)

Clutch diameter:	1.4l Duratec 1.6l Duratec 1.6l Duratec Ti-VCT 1.8l Duratec 2.0l Duratec 2.5l Duratec ST Diesel engines	220 mm 220 mm 220 mm 220 mm 240 mm 240mm 240 mm

Transmission:	Getrag Ford Duratec 5-speed (iB5): manual, fully synchronized transmission with shift cables Getrag Ford Durashift 5-speed (MTX-75): manual synchronized transmission with shift cables Getrag Ford Durashift 6-speed (MMT6 - Modular Manual Transmission 6-Speed): manual, fully synchronized transmission with shift cable and dual driveshaft Getrag Ford Durashift 6-speed (M66): manual, fully synchronized transmission with shift cables Optional electronically controlled Getrag Ford Durashift 4-Speed Automatic Transmission (FN) Optional Getrag Ford PowerShift (MPS6): electronically controlled 6-speed double-clutch transmission with dual driveshaft and wet clutches

Type:	IB5: for 1.4l 1.6l und 1.8l Duratec HE FN-Automatic: optional for 1.6l und 2.0l Duratec MTX75: for 2.0l Duratec, 1.8l Duratorq TDCi and 1.6l Duratorq TDCi M66: for 2.5l Duratec ST MMT6: for 2.0l Duratorq TDCi MPS6-PowerShift optional for 2.0l Duratorq TDCi

Ratios:

	1.4l Duratec	1.6l Duratec	1.6lDuratec Automatic	1.6l Duratec Ti-VCT
1. Gear	3.58	3.58	2.82	3.58
2. Gear	2.04	2.04	1.508	2.04
3. Gear	1.41	1.41	1.00	1.41
4. Gear	1.11	1.11	0.736	1.11
5. Gear	0.88	0.88	-	0.88
6. Gear	-	-	-	-
Reverse	3.62	3.62	2.65	3.62

Final drive	4.06	4.06	4.20	4.06

	1.8l Duratec	2.0l Duratec	2.0l Duratec Automatic	2.5l Duratec ST
1. Gear	3.58	3.67	2.82	3.39
2. Gear	2.04	2.14	1.50	2.05
3. Gear	1.41	1.458	1.00	1.43
4. Gear	1.11	1.03	0.72	1.09
5. Gear	0.88	0.81	-	0.87
6. Gear	-	-	-	0.70
Reverse	3.62	3.73	2.65	2.62

Final drive	4.06	4.06	4.20	4.00

	1,6l Duratorq TDCi (90 PS)	1,6l Duratorq TDCi (109 PS)	1,8l Duratorq TDCi (115 PS)	2,0l Duratorq TDCi (136 PS)	2,0l Duratorq TDCi PowerShift (110 / 136 PS)
1. Gear	3.80	3.80	3.80	3.58	3,58
2. Gear	2.05	2.05	2.05	1.95	1,95
3. Gear	1.35	1.35	1.35	1.24	1,19
4. Gear	0.92	0.92	0.92	0.87	0,84
5. Gear	0.715	0.715	0.715	0.94	0,94
6. Gear	-	-	-	0.79	0,79
Reverse	3.73	3.73	3.73	5.08	4,84

Final drive	3.41	3.41	3.41	1.-4. gear: 3.81 5.,6., Rev.: 2.77	1.-4. gear: 4.07 5,6, Rev.: 2.91

BODY STRUCTURE

Computer-optimised, high-efficiency, unitary-welded steel body incorporating rigid occupant cell and front and rear energy-absorbing crumple zones; direct-glazed windshield.

Aerodynamics:

	Sedan 4-door	Sedan 3-/5-door	Wagon 5-door
cw	0.310	0.324	0.316
A	2.26	2.26	2.28
cw x A	0.70	0.73	0.72

Anti-corrosion

Multi-stage paint and body protection process, including extensive pre-coating of zinc on steel panels, optimized phosphate spray coat, electro coat primer, primer/surfacer, basecoat/clear coat topcoat system, comprehensive wax injection of cavities, PVC under body coating plus stone chip protection. Particular attention paid to sealing flanges with rust-inhibiting adhesive and thick PVC sealing beads. Front plastic wheel arch liners, rear textile wheel arch liners, plastic anti-scuff panels on rear load sill.

CHASSIS

Front axle:	Independent MacPherson struts with offset coil spring over gas filled damper units and lower L-arms with optimised front rubber bushings and rear hydro-bush mounted on separate reinforced cross-member sub-frame, anti roll bar.

Rear axle:	Fully independent multi-link Control Blade with large dampers and rebound springs. Anti-roll-bar mounted to spring link in double ball-joint. Dual path body mounts. Sport suspension with special anti roll bars and spring/damper units, ground clearance reduced by 10 mm (front) and 8 mm (rear)

Steering:	Rack and pinion with power-assistance as standard Electro-hydraulic power-assistance (EHPAS) with 2.0l Duratec, 2.5l Duratec ST, 1.6l and 2.0l TDCi, EHPAS offers personal choice for the degree of power-assistance: standard, comfort and sport Turns lock-to-lock: 2,9

Turning circle:	10.6 m (kerb-to-kerb)

Brakes:	Dual circuit, diagonally split, hydraulically operated front disc with rear disc brakes dependent upon engine/series. Vacuum servo assisted with electronically controlled four-channel brake distribution ABS and optimised brake assist optional, ESP available. Brake disc dimensions (front/ventilated discs): 278 mm diameter, 25 mm thick discs 300 mm diameter, 25 mm thick discs (for 2.0l Duratec and 2.0l TDCi) 320 mm diameter, 25 mm thick discs (2.5 Duratec ST) Brake disc dimensions (rear/solid discs): 265 mm diameter, 11 mm thick discs 280 mm diameter, 11 mm thick discs (2.0 Duratec, 2.0 Duratorq TDCi, 2.5 Duratec ST)

WHEELS AND TYRES

	Standard		Option
	Wheels	Tyres	Wheels	Tyres
Focus Ambiente	6 J x 15 steel	195/65 R 15	6 ½ J x 16 steel 7 J x 16 alloy 7 J x 17 alloy	205/55 R 16 205/55 R 16 205/50 R 17
Focus Trend	6 J x 15 steel ¹ 6 ½ J x 16 steel ²	195/65 R 15 205/55 R 16	6 ½ J x 16 steel 7 J x 16 alloy	205/55 R 16 205/55 R 16
			7 J x 17 alloy	205/50 R 17
			7 ½ J x 18 alloy	225/40 R 18
Focus Ghia	7 J x 16 alloy	205/55 R 16	7 J x 17 alloy	205/50 R 17
Focus Ghia	7 J x 16 alloy	205/55 R 16	7 ½ J x 18 alloy	225/40 R 18
Focus Titanium	7 J x 16 alloy	205/55 R 16	7 J x 17 alloy	205/50 R 17
Focus Titanium	7 J x 16 alloy	205/55 R 16	7 ½ J x 18 alloy	225/40 R 18
Focus ST	8 J x 18 alloy	225/40 R 18

¹ Standard with 1.4l, 1.6l and 1.8l Duratec as well as with 1.6l Duratorq TDCi
² Standard with 2.0l Duratec as well as with 1.8l and 2.0l Duratorq TDCi

All versions with standard tyre repair kit, optional with mini spare wheel, or alternatively with steel wheel in standard size (not for ST)

DIMENSIONS

		Sedan	Sedan	Wagon
		3/5-door	4-door	5-door
Overall length	mm	4337	4481	4468
Overall width (with mirrors)	mm	2019	2019	2019
Overall width (without mirrors)	mm	1839	1839	1839
Overall height	mm	1500	1497	1501
Wheelbase	mm	2640	2640	2640
Tread front	mm	1535	1535	1535
rear	mm	1531	1531	1531
Shoulder room front	mm	1408	1408	1408
rear	mm	1385	1385	1385
Headroom front	mm	999	999	999
rear	mm	978	966	1009
Legroom front (max.)	mm	1100	1100	1100
rear (min.)	mm	853	853	853
Luggage compartment
Load height to tonneau cover	mm	833	459	890
Load width between wheel arches	mm	1050	1048	1159
Load length, standard luggage compartment to rear seatback	mm	927	1058	1042
Load length, luggage compartment with rear seats folded flat	mm	1529	1659	1669
Luggage volume¹
to rear seatback/seatback heights	l	396	537	503
to front seatback/roof heights	l	1258	-	1546

¹with standard tyre repair kit

WEIGHTS

	Power	Basic kerb¹	Payload	Gross vehicle mass	Axle loads
	Power	Basic kerb¹	Payload	Gross vehicle mass	front	rear
	kW	kg
Sedan 3-door
1.4l Duratec	59	1229	596	1750	910	1015
1.6l Duratec	74	1227	668	1820	910	1070
1.6l Duratec , Automatic	74	1255	665	1845	945	1065
1.6l Duratec Ti-VCT	85	1239	661	1825	910	1080
1.8l Duratec	92	1288	682	1895	965	1080
2.0l Duratec	107	1307	663	1895	970	1080
2.0l Duratec, Automatic	107	1320	660	1905	980	1075
2.5l Duratec ST	166	1392	543	1860	1035	905
1.6l Duratorq TDCi	66	1335	620	1880	1000	1050
1.6l Duratorq TDCi	80	1338	622	1885	1000	1050
1.8l Duratorq TDCi	85	1374	651	1950	1040	1075
2.0l Duratorq TDCi	100	1378	647	1950	1040	1070
2.0l Duratorq TDCi, PowerShift	81/100	1418	607	1950	1055	1065
Sedan 5-door
1.4l Duratec	59	1247	578	1750	925	1025
1.6l Duratec	74	1249	646	1820	925	1080
1.6l Duratec, Automatic	74	1286	634	1845	960	1070
1.6l Duratec Ti-VCT	85	1257	643	1825	925	1075
1.8l Duratec	92	1307	663	1895	985	1080
2.0l Duratec	107	1327	643	1895	985	1075
2.0l Duratec, Automatic	107	1339	641	1905	995	1070
2.5l Duratec ST	166	1437	528	1890	1050	915
1.6l Duratorq TDCi	66	1352	603	1880	1010	1050
1.6l Duratorq TDCi	80	1357	603	1885	1010	1050
1.8l Duratorq TDCi	85	1391	634	1950	1040	1070
2.0l Duratorq TDCi	100	1391	634	1950	1050	1075
2.0l Duratorq TDCi, PowerShift	81/100	1436	589	1950	1055	1065

	Power	Basic kerb¹	Payload	Gross vehicle mass	Axle loads
	Power	Basic kerb¹	Payload	Gross vehicle mass	front	rear
	kW	kg
Sedan 4-door
1.6l Duratec	74	1270	625	1820	935	1080
1.6l Duratec, Automatic	74	1286	634	1845	970	1075
1.6l Duratec Ti-VCT	85	1279	621	1825	935	1075
1.8l Duratec	92	1325	645	1895	995	1080
2.0l Duratec	107	1341	629	1895	995	1075
2.0l Duratec, Automatic	107	1362	618	1905	1005	1070
1.6l Duratorq TDCi	66	1377	578	1880	1020	1045
1.6l Duratorq TDCi	80	1385	575	1885	1010	1045
1.8l Duratorq TDCi	85	1416	609	1950	1055	1075
2.0l Duratorq TDCi	100	1435	590	1950	1065	1065
2.0l Duratorq TDCi, PowerShift	81/100	1460	565	1950	1070	1055
Wagon 5-door
1.4l Duratec	59	1277	548	1750	895	1055
1.6l Duratec	74	1277	618	1820	890	1115
1.6l Duratec, Automatic	74	1308	612	1845	930	1105
1.6l Duratec Ti-VCT	85	1279	621	1825	900	1110
1.8l Duratec	92	1340	630	1895	955	1120
2.0l Duratec	107	1359	611	1895	955	1115
2.0l Duratec, Automatic	107	1371	609	1905	985	1090
1.6l Duratorq TDCi	66	1386	569	1880	995	1075
1.6l Duratorq TDCi	80	1391	569	1885	995	1080
1.8l Duratorq TDCi	85	1426	599	1950	1070	1065
2.0l Duratorq TDCi	100	1438	637	2000	1070	1100
2.0l Duratorq TDCi, PowerShift	81/100	1451	624	2000	1070	1090

¹ EG-basic kerb weight incl. driver (75 kg), lubrications and filled fuel tank (90%). All weights are valid for vehicles with basic specification.

Towing limit / kg	Trailer braked (12 %)	Trailer unbraked
Sedan 3-door:
1.4l Duratec	700	610
1.6l Duratec	1200	610
1.6l Duratec, Automatic	800	625
1.6l Duratec Ti-VCT	1200	615
1.8l Duratec	1200	640
2.0l Duratec	1400	650
2.0l Duratec, Automatic	1300	660
1.6l Duratorq TDCi (66 kW)	1200	665
1.6l Duratorq TDCi (80 kW)	1300	665
1.8l Duratorq TDCi	1500	685
2.0l Duratorq TDCi	1500	685
2.0l Duratorq TDCi, PowerShift	1500	685
Sedan 5-door:
1.4l Duratec	700	620
1.6l Duratec	1200	620
1.6l Duratec, Automatic	800	640
1.6l Duratec Ti-VCT	1200	625
1.8l Duratec	1200	650
2.0l Duratec	1400	660
2.0l Duratec, Automatic	1300	665
1.6l Duratorq TDCi (66 kW)	1200	675
1.6l Duratorq TDCi (80 kW)	1300	675
1.8l Duratorq TDCi	1500	695
2.0l Duratorq TDCi	1500	695
2.0l Duratorq TDCi, PowerShift	1500	695

Towing limit / kg	Trailer braked (12 %)	Trailer unbraked
Sedan 4-door:
1.6l Duratec	1200	635
1.6l Duratec, Automatic	800	640
1.6l Duratec Ti-VCT	1200	635
1.8ll Duratec	1200	670
2.0l Duratec	1400	670
2.0l Duratec, Automatic	1300	680
1.6l Duratorq TDCi (66 kW)	1200	685
1.6l Duratorq TDCi (80 kW)	1300	690
1.8l Duratorq TDCi	1500	705
2.0l Duratorq TDCi	1500	715
2.0l Duratorq TDCi, PowerShift	1500	715
Wagon5-door:
1.4l Duratec	700	635
1.6l Duratec	1200	635
1.6l Duratec, Automatic	800	650
1.6l Duratec Ti-VCT	1200	635
1.8l Duratec	1200	670
2.0l Duratec	1400	675
2.0l Duratec, Automatic	1300	685
1.6l Duratorq TDCi (66 kW)	1200	690
1.6l Duratorq TDCi (80 kW)	1300	695
1.8l Duratorq TDCi	1500	710
2.0l Duratorq TDCi	1500	715
2.0l Duratorq TDCi, PowerShift	1500	715

Nose weight limit is a maximum of 75 kg on all models.
Roof weight limit is a maximum of 75 kg on all models

PERFORMANCE, FUEL ECONOMY, EMISSIONS

	Power	Max speed1	Acceler. 0-100 km/h / 0-62 mph	Fuel consumption 1999/100/EC² litre / 100 km (mpg)			CO²- combined mode
	KW	km/h (mph)	in s	urban	extra urban	combined	g/km
Sedan 3-door
1.4l Duratec	59	164 (102)	14.1	8.7 (32.5)	5.4 (52.3)	6.6 (42.8)	157
1.6l Duratec	74	180 (112)	11.9	8.7 (32.5)	5.5 (51.4)	6.7 (42.2)	159
1.6l Duratec Automatic	74	172 (107)	13.6	10.3 (27.4)	5.8 (48.6)	7.5 (37.6)	179
1.6l Duratec Ti-VCT	85	190 (118)	10.8	8.7 (32.5)	5.4 (52.3)	6.6 (42.8)	157
1.8l Duratec3	92	198 (123)	10.3	9.5 (29.7)	5.6 (50.4)	7.0 (40.3)	167
2.0l Duratec4	107	206 (128)	9.2	9.8 (28.8)	5.4 (52.3)	7.1 (39.8)	169
2.0l Duratec, Automatic	107	195 (121)	10.7	11.2 (25.1)	6.1 (46.2)	8.0 (35.3)	189
2.5l Duratec ST	166	241 (150)	6.8	13.8 (20.5)	6.8 (41.5)	9.3 (30.4)	224
1.6l Duratorq TDCi	66	177 (110)	12.6	5.6 (50.4)	3.8 (74.2)	4.5 (62.7)	118
1.6l Duratorq TDCi ECOnetic	66	180 (112)	12.6	5.5 (51.3)	3.6 (78.3)	4.3 (65.6)	114
1.6l Duratorq TDCi	80	188 (117)	10.9	5.8 (48.6)	3.8 (74.2)	4.5 (62.7)	119
1.6l Duratorq TDCi ECOnetic	80	191 (119)	10.9	5.6 (50.4)	3.6 (78.3)	4.3 (65.6)	115
1.8l Duratorq TDCi	85	190 (118)	10.8	6.7 (42.1)	4.3 (65.6)	5.2 (54.2)	137
2.0l Duratorq TDCi	100	203 (126)	9.3	7.0 (40.3)	4.5 (62.7)	5.5 (51.3)	144
2.0l Duratorq TDCi PowerShift	81	n.a.	n.a.	7.8 (36.2)	4.7 (60.0)	5.8 (48.6)	154
2.0l Duratorq TDCi PowerShift	100	200 (124)	9.6	7.8 (36.2)	4.7 (60.0)	5.8 (48.6)	154
Sedan 5-door
1.4l Duratec	59	164 (102)	14.1	8.7 (32.5)	5.4 (52.3)	6.6 (42.8)	157
1.6l Duratec	74	180 (112)	11.9	8.7 (32.5)	5.5 (51.4)	6.7 (42.2)	159
1.6l Duratec Automatic	74	172 (107)	13.6	10.6 (26.7)	6.0 (47.1)	7.7 (36.7)	184
1.6l Duratec Ti-VCT	85	190 (118)	10.8	8.7 (32.5)	5.4 (52.3)	6.6 (42.8)	157
1.8l Duratec³	92	198 (123)	10.3	9.5 (29.7)	5.6 (50.4)	7.0 (40.3)	167
2.0l Duratec⁴	107	206 (128)	9.2	9.8 (28.8)	5.4 (52.3)	7.1 (39.8)	169
2.0l Duratec, Automatic	107	195 (121)	10.7	11.2 (25.1)	6.1 (46.2)	8.0 (35.3)	189
2.5l Duratec ST	166	241 (150)	6.8	13.8 (20.5)	6.8 (41.5)	9.3 (30.4)	224
1.6l Duratorq TDCi	66	177 (110)	12.6	5.6 (50.4)	3.8 (74.2)	4.5 (62.7)	118
1.6l Duratorq TDCi ECOnetic	66	180 (112)	12.6	5.5 (51.3)	3.6 (78.3)	4.3 (65.6)	114
1.6l Duratorq TDCi	80	188 (117)	10.9	5.8 (48.6)	3.8 (74.2)	4.5 (62.7)	119
1.6l Duratorq TDCi ECOnetic	80	191 (119)	10.9	5.6 (50.4)	3.6 (78.3)	4.3 (65.6)	115
1.8l Duratorq TDCi	85	190 (118)	10.8	6.7 (42.1)	4.3 (65.6)	5.2 (54.2)	137
2.0l Duratorq TDCi	100	203 (126)	9.3	7.0 (40.3)	4.5 (62.7)	5.5 (51.3)	144
2.0l Duratorq TDCi PowerShift	81	n.a.	n.a.	7.8 (36.2)	4.7 (60.0)	5.8 (48.6)	154
2.0l Duratorq TDCi PowerShift	100	200 (124)	9.6	7.8 (36.2)	4.7 (60.0)	5.8 (48.6)	154

	Power	Max speed1	Acceler. 0-100 km/h / 0-62 mph	Fuel consumption 1999/100/EC² litre / 100 km (mpg)			CO²- combined mode
	KW	km/h (mph)	in s	urban	extra urban	combined	g/km
Sedan 4-door
1.4l Duratec	59	166 (103)	14.2	8.7 (32.5)	5.4 (52.3)	6.6 (42.8)	157
1.6l Duratec	74	182 (113)	12.0	8.7 (32.5)	5.5 (51.4)	6.7 (42.2)	159
1.6l Duratec Automatic	74	174 (108)	13.7	10.6 (26.7)	6.0 (47.1)	7.7 (36.7)	184
1.6l Duratec Ti-VCT	85	193 (120)	10.9	8.7 (32.5)	5.4 (52.3)	6.6 (42.8)	157
1.8l Duratec3	92	200 (124)	10.4	9,5 (29.7)	5,6 (50.4)	7,0 (40.3)	167
2.0l Duratec4	107	210 (130)	9.3	9.8 (28.8)	5.4 (52.3)	7.1 (39.8)	169
2.0l Duratec, Automatic	107	198 (123)	10.8	11.2 (25.1)	6.1 (46.2)	8.0 (35.3)	189
1.6l Duratorq TDCi	66	179 (111)	12.7	5.6 (50.4)	3.8 (74.2)	4.5 (62.7)	118
1.6l Duratorq TDCi	80	190 (118)	11.0	5.8 (48.6)	3.8 (74.2)	4.5 (62.7)	119
1.8l Duratorq TDCi	85	193 (120)	10.9	6.8 (41.5)	4.4 (64.1)	5.3 (53.2)	139
2.0l Duratorq TDCi	100	205 (127)	9.4	7.2 (39.2)	4.6 (61.3)	5.6 (50.4)	147
2.0l Duratorq TDCi PowerShift	81	n.a.	n.a.	7.8 (36.2)	4.7 (60.0)	5.8 (48.6)	154
2.0l Duratorq TDCi PowerShift	100	202 (126)	9.7	7.8 (36.2)	4.7 (60.0)	5.8 (48.6)	154
Wagon 5-door
1.4l Duratec	59	164 (102)	14.4	8,7 (32.5)	5,4 (52.3)	6,6 (42.8)	157
1.6l Duratec	74	180 (112)	12.2	8.7 (32.5)	5.5 (51.4)	6.7 (42.2)	159
1.6l Duratec Automatic	74	172 (107)	13.9	10.6 (26.7)	6.0 (47.1)	7.7 (36.7)	184
1.6l Duratec Ti-VCT	85	190 (118)	11.0	8.7 (32.5)	5.4 (52.3)	6.6 (42.8)	157
1.8l Duratec³	92	198 (123)	10.5	9,5 (29.7)	5,6 (50.4)	7,0 (40.3)	167
2.0l Duratec⁴	107	206 (128)	9.4	9.8 (28.8)	5.4 (52.3)	7.1 (39.8)	169
2.0l Duratec, Automatic	107	193 (120)	10.9	11.2 (25.1)	6.1 (46.2)	8.0 (35.3)	189
1.6l Duratorq TDCi	66	177 (110)	12.9	5.6 (50.4)	3.8 (74.2)	4.5 (62.7)	118
1.6l Duratorq TDCi ECOnetic	66	180 (112)	12.9	5.5 (51.3)	3.6 (78.3)	4.3 (65.6)	114
1.6l Duratorq TDCi	80	188 (117)	11.1	5.8 (48.6)	3.8 (74.2)	4.5 (62.7)	119
1.6l Duratorq TDCi ECOnetic	80	191 (119)	11.1	5.6 (50.4)	3.6 (78.3)	4.3 (65.6)	115
1.8l Duratorq TDCi	85	190 (118)	10.9	6.8 (41.5)	4.4 (64.1)	5.3 (53.2)	139
2.0l Duratorq TDCi	100	203 (126)	9.5	7.2 (39.2)	4.6 (61.3)	5.6 (50.4)	147
2.0l Duratorq TDCi PowerShift	81	n.a.	n.a.	7.8 (36.2)	4.7 (60.0)	5.8 (48.6)	154
2.0l Duratorq TDCi PowerShift	100	200 (124)	9.9	7.8 (36.2)	4.7 (60.0)	5.8 (48.6)	154

¹ Max. speed data in mph are converted from the data in km/h, rounding might cause slight inaccuracies.
² Figures are valid for vehicles with basic specification. Fuel consumption data in mpg are converted from the data in l/100 km, rounding might cause slight inaccuracies.
³ also available as 'Flexifuel' version, capable of using Bio-Ethanol/Fuel blends up to E85 (85% Bio-Ethanol); data refer to petrol version
⁴ also available as CNG and LPG versions; data refer to petrol version

SECURITY

Standard electronic immobiliser PATS II, Phase III; locked bonnet, remote controlled central locking system including trunk lid and filler cap standard for 'Trend', 'Ghia' and 'Titanium'. Remote controlled double locking system and perimeter alarm (also with interior surveillance for 'Trend', 'Ghia' and 'Titanium') available as option, Key-Free system available as option.

SAFETY

Front air bags with crash severity sensing, thorax side air bags, full-length inflatable side curtains, pyrotechnic pretensioner and load-limiting retractor for driver and front passenger safety belts, collapsible pedals, ABS with mechanical brake assist and ESP available. Rigid occupant protection cell and energy-absorbing crumple zones. Three-point automatic safety belts and height-adjustable headrests are standard on all seats. ISOFIX brackets are available for the two outer backseats.

Note: This information was correct at the time of going to print. However, Ford policy is one of continuous product development. The right is reserved to change these details at any time.

Ford finally begins to understand the market

Fri, 20 Jun 2008 15:57:29 GMT

Ford finally gets it. With gas prices continuing to adjust to the reality of the worldwide market, and as consumers tire of their gasoline addiction, Ford has made several very necessary changes to their product plan.

1) First and foremost is the confirmation that the European Ford Focus will (finally!) be built in North America late in the year 2010. Very little has been said in Ford's press discussions about this, so it's clear that it is moving quickly. The current Focus dates back several years (despite it's new skin this year), and has been long overdue for replacement. It now appears that it's replacement has been moved forward to 2010. And this is great news as the European Focus is a world-class car with world-class powerplants and drivetrains. In it's home market, it's an up-level car - not a stripper. Several engines and powertrains are available - including direct-injected engines and a twin-clutch automated manual transmission. It remains to be seen what we'll get here - we can probabaly hope for an ST model in the 2nd or 3rd year and if financials allow perhaps even the RS later on. The advantage of having a world car is that product planners have a far wider range of options available to them at far lower costs due to common suppliers and costs savings from reducing overlapping engineering. There are still local costs, however.

2) The introduction of the new F-150 has been moved out a couple of months to allow dealers to clear their inventory of the old trucks. Watch for this date to slide even further out if truck buying trends continue to fall. The budget was so poor for the new F-150 that the 4.4 liter diesel, 6.2 liter all-new V-8, and introduction of the EcoBoost V-6 engine were all delayed further out into the future anyway. The truck will launch with revised versions of the current 4.6 and 5.4 liter engines, and no V-6.

3) Return to profitability has (again) taken a major hit. This negatively effects development budget going forward. I'll speculate a bit here - because nothing specific has been announced - but I would expect the budget to be pared to the minumum for low-volume features that driving enthusiasts tend to focus on... like a heavily revised V-8 engine for the Mustang, and bringing the Focus ST and RS to the states (yes, obviously the engineering is done, but there are still manufacturing costs, certification costs, parts stocking, and training). Low-volume items that don't appreciately contribute to the bottom line are the first to be delayed or outright cancelled.

Ford Press Release follows (my highlights in red).

FORD FURTHER CUTS TRUCK PRODUCTION AS DEMAND SLOWS; MORE CARS, CROSSOVERS, FUEL-SAVING POWERTRAINS ADDED

Next-generation European Ford Focus and Fiesta small cars reach North America in 2010

North American large truck and SUV production further reduced for remainder of 2008; new Ford F-150 pickup introduction timing adjusted due to market conditions and current-model sell-down
Production reductions will be achieved through additional downtime, shift reductions and line-speed actions at Ford's large truck and SUV assembly plants
Production will increase for the Ford Focus sedan and Ford Escape and Mercury Mariner small utility vehicles
Next-generation, European Ford Focus and Fiesta small cars to begin production in North America in 2010, as Ford confirms it is revising its product plan to add more small cars, crossovers and fuel-efficient powertrains, including many from Ford's acclaimed European lineup
More details and an updated outlook will be provided during Ford's second-quarter financial report in July; it is clear, however, that 2008 Automotive results will be worse than 2007, cash outflows will be greater than previous guidance and, unless the economy improves, it will be difficult for Ford to break even companywide on a pre-tax basis in 2009, excluding special items
Ford Motor Credit Company will incur a pre-tax loss this year - excluding any potential payment related to Ford's profit maintenance agreement - primarily due to further weakness in large truck and SUV auction values; Ford Credit no longer plans a distribution payment to Ford in 2008

DEARBORN, Mich., June 20, 2008 - Ford Motor Company [NYSE: F] today said it is making further reductions to its North American truck production plan while adding more small cars, crossovers and fuel-efficient powertrains, as the company responds to the continued deterioration in the U.S.business environment and the accelerated shift away from large trucks and SUVs.

"As gasoline prices average more than $4 a gallon and consumers worry about the weak U.S. economy, we see June industry-wide auto sales slowing further and demand for large trucks and SUVs at one of the lowest levels in decades," said Ford President and CEO Alan Mulally. "Ford has taken decisive action to respond to this accelerating shift in customer demand away from large trucks and SUVs to smaller cars and crossovers, and we will continue to act swiftly moving forward."

Ford now expects U.S. industry volume in 2008 - including medium and heavy vehicles - to be between 14.7 million and 15.2 million units, compared with the previous assumption of 15 million to 15.4 million units. Accordingly, in the third quarter, Ford now plans to produce 475,000 vehicles, a reduction of 50,000 units from previously announced plans and a decline of 25 percent compared with the 2007 third quarter. In the fourth quarter, Ford plans to produce 550,000 to 590,000 units, a reduction of 40,000 units from previously announced plans and a decline of 8 to 14 percent compared with the 2007 fourth quarter.

In parallel, Ford is adjusting the public introduction timing of the new 2009 Ford F-150 by approximately two months due to the industry-wide slowdown in the U.S. truck market and the need to sell down dealer inventory of the current model. The new F-150 now will go on sale in late fall.

"The new 2009 F-150 raises the bar yet again on capability, quality and durability, and we know core truck customers are eagerly awaiting its arrival," said Mark Fields, Ford's President of The Americas. "Our plan all along has been to introduce the new F-150 after our dealers had a chance to sell down inventory of the existing model, and - with the current slowdown in the marketplace - we decided it was prudent to adjust the start of public sale for the new truck by about two months."

With these actions, Ford said it now is clear that 2008 pre-tax Automotive results will be worse than 2007, cash outflows to fund operating losses and restructuring will be greater than previous guidance and, unless the economy improves, it will be difficult for Ford to break even companywide on a pre-tax basis in 2009, excluding special items. Ford North America still expects to reduce annual operating costs by about $5 billion by the end of 2008 - at constant volume, mix and exchange, and excluding special items - compared with 2005.

Ford Motor Credit Company now will incur a pre-tax loss this year - excluding any potential payment related to Ford's profit maintenance agreement - primarily due to further weakness in large truck and SUV auction values. Ford Credit no longer is planning a distribution payment to Ford in 2008.

Ford said it will provide more details on changes to its overall plan when it announces second-quarter financial results in July. In the meantime, Ford is taking the following production actions:

Production of the 2009 F-150 now will begin in August at Kansas City Assembly Plant and in September at Dearborn Truck. One shift will be eliminated at both Kansas City (from two to one) and Dearborn (from three to two). Dearborn Truck will be idled most of the third quarter.
Michigan Truck Plant will be idled for nine consecutive weeks beginning the week of June 23, in line with demand for the company's full-size SUVs.
One shift of production will be eliminated at Louisville Assembly Plant for mid-size SUVs in the third quarter.
The line speed will be reduced at Kentucky Truck Plant for large pickups in the third quarter.
The line speed will be reduced at Chicago Assembly in the third quarter for full-size sedans.
Production will wind down at Cuautitlan Assembly Plant in Mexico by the end of 2008. The plant, which now produces large pickups, will be retooled for production of the new Fiesta small car for North America beginning in early 2010.

Ford also is taking the following actions to increase capacity in the third quarter:

Oakville Assembly will add a third shift for production of the Ford Edge, Lincoln MKX and all-new 2009 Ford Flex crossovers.
Kansas City Assembly Plant's line that produces the Ford Escape, Escape Hybrid and Mercury Mariner and Mariner Hybrid small utility vehicles will add a third shift.
Wayne Assembly Plant's body and paint shops will add a third shift, and the line-speed will be increased for final assembly production of the popular Ford Focus small car.

Production at Ford's stamping, engine and transmission plants is being adjusted in line with the changes in assembly capacity.

"We view the move to smaller, more fuel-efficient vehicles as permanent, and we are responding to customer demand," Mulally said. "In the near term, we are adjusting production to the actual demand - increasing small cars and crossovers and reducing large trucks and SUVs. For the long term, we are moving fast to introduce more small cars, crossovers and fuel-efficient powertrains - including more hybrids - and we will adjust our manufacturing facilities to match our updated product lineup."

Ford said it is uniquely positioned to build on its strength today as a crossover vehicle leader, while leveraging its small car expertise in Europe and bringing more of those vehicles to North America.

In addition to hatchback and sedan versions of the European-engineered Ford Fiesta small car that goes on sale in North America in early 2010, Ford is announcing today that four- and five-door versions of the next-generation European Ford Focus small car will be produced in North America beginning in late 2010.

The new Focus will be common with Europe, South America and Asia Pacific and represent the next generation of today's successful European Focus. Excellent fuel economy will be achieved through new highly efficient direct-injection engine technology and a new advanced six-speed transmission.

The new Focus and Fiesta - as well as other small cars and crossovers from Europe - will be part of an unprecedented period of new Ford product introductions that has only just begun in North America. The new Ford Flex crossover and Lincoln MKS sedan went on sale this month, and the new F-150 goes on sale in late fall. New versions of the Ford Fusion, Mercury Milan and Lincoln MKZ mid-size cars debut late this year, as do all-new hybrid versions of the Fusion and Milan.

By the end of this year, 70 percent of all Ford, Lincoln and Mercury products by volume in North America will be new or significantly upgraded compared with the 2006 models. By the end of 2010, 100 percent of the product lineup will be new, including in 2009 the next-generation Mustang, new fuel-saving EcoBoost engines and new European Transit Connect.

"We remain absolutely committed to accelerating the development of the new products that customers want and value," Mulally said. "We sell some of the best smaller cars and utility vehicles in the world in our profitable European and South American operations, and our plan is to introduce these same vehicles in North America as quickly as possible. This is an integral part of our plan to leverage our global assets and achieve our goal of profitable growth."

# # #

Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles in 200 markets across six continents. With about 244,000 employees and about 90 plants worldwide, the company's core and affiliated automotive brands include Ford, Lincoln, Mercury, Volvo and Mazda. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford's products, please visit www.ford.com.

Risk Factors

Statements included herein may constitute "forward-looking statements" within the meaning of the Private Securities Litigation Reform Act of 1995. Forward-looking statements are based on expectations, forecasts and assumptions by our management and involve a number of risks, uncertainties, and other factors that could cause actual results to differ materially from those stated, including, without limitation:

Continued decline in market share;
Continued or increased price competition resulting from industry overcapacity, currency fluctuations or other factors;
An increase in or acceleration of market shift away from sales of trucks, sport utility vehicles, or other more profitable vehicles, particularly in the United States;
A significant decline in industry sales, particularly in the United States or Europe, resulting from slowing economic growth, geo-political events or other factors;
Lower-than-anticipated market acceptance of new or existing products;
Continued or increased high prices for or reduced availability of fuel;
Currency or commodity price fluctuations;
Adverse effects from the bankruptcy or insolvency of, change in ownership or control of, or alliances entered into by a major competitor;
Economic distress of suppliers that has in the past and may in the future require us to provide financial support or take other measures to ensure supplies of components or materials;
Labor or other constraints on our ability to restructure our business;
Work stoppages at Ford or supplier facilities or other interruptions of supplies;
Single-source supply of components or materials;
Substantial pension, postretirement health care and life insurance liabilities impairing our liquidity or financial condition;
Inability to implement Memorandum of Understanding with UAW to fund and discharge retiree health care obligations because of failure to obtain court approval or otherwise;
Worse-than-assumed economic and demographic experience for our postretirement benefit plans (e.g., discount rates, investment returns, and health care cost trends);
The discovery of defects in vehicles resulting in delays in new model launches, recall campaigns or increased warranty costs;
Increased safety, emissions (e.g., CO2), fuel economy, or other regulation resulting in higher costs, cash expenditures, and/or sales restrictions;
Unusual or significant litigation or governmental investigations arising out of alleged defects in our products or otherwise;
A change in our requirements for parts or materials where we have entered into long-term supply arrangements that commit us to purchase minimum or fixed quantities of certain parts or materials, or to pay a minimum amount to the seller ("take-or-pay" contracts);
Adverse effects on our results from a decrease in or cessation of government incentives;
Adverse effects on our operations resulting from certain geo-political or other events;
Substantial negative Automotive operating-related cash flows for the near- to medium-term affecting our ability to meet our obligations, invest in our business or refinance our debt;
Substantial levels of Automotive indebtedness adversely affecting our financial condition or preventing us from fulfilling our debt obligations (which may grow because we are able to incur substantially more debt, including additional secured debt);
Inability of Ford Credit to access debt or securitization markets around the world at competitive rates or in sufficient amounts due to additional credit rating downgrades, market volatility, market disruption or otherwise;
Higher-than-expected credit losses;
Increased competition from banks or other financial institutions seeking to increase their share of financing Ford vehicles;
Changes in interest rates;
Collection and servicing problems related to finance receivables and net investment in operating leases;
Lower-than-anticipated residual values or higher-than-expected return volumes for leased vehicles; and
New or increased credit, consumer or data protection or other regulations resulting in higher costs and/or additional financing restrictions.

We cannot be certain that any expectation, forecast or assumption made by management in preparing forward-looking statements will prove accurate, or that any projection will be realized. It is to be expected that there may be differences between projected and actual results. Our forward-looking statements speak only as of the date of their initial issuance, and we do not undertake any obligation to update or revise publicly any forward-looking statement, whether as a result of new information, future events or otherwise. For additional discussion of these risks, see "Item 1A.Risk Factors" in our 2007 Form 10-K Report.

2009 Ford Focus AWD - 350 HP and AWD!

Mon, 07 Apr 2008 23:25:52 GMT

Spotted on the Nurburgring by a local enthusiast - and personally confirmed as having a rear differential (like I would have done, he tracked down the car and looked underneath!).

This is the maximum Focus RS. And yet another one we won't get in North America.

Follow the link in the title above to BridgetoGantry.com

European Ford Focus for 2008

Wed, 12 Sep 2007 15:04:54 GMT

The *real* Ford Focus - the European and worldwide model, not the re-bodied ancient second-hand model we have here in North America, just gets better and better. Improved engines, the introduction of a double-clutch six-speed transmission, the new ECOnetic model - all of these are technical advancements that we won't see from Ford in North America for several more years.

Consumers in North America aren't given mainstream (Big Three) choices in small cars. An upmarket, comfortable, well-built, and well-appointed car like the European Focus would be attractive to a large number of consumers. Instead, they're driven to Toyota, Honda, and other imports who understood this requirement many years ago and continue to significantly improve upon it in each successive generation.

Ford of Europe press release follows.

SHARPER FOCUS FOR 2008

**2008 Ford Focus**

New Kinetic Design exterior
Enhanced interior quality
New Ford PowerShift six-speed double-clutch transmission
New Focus ECOnetic with average CO2 of only 115g/km
New features including Easy Fuel capless refuelling, Ford Power button, tyre pressure warning system, 230 volt socket and LED rear lights
On sale February 2008

BRENTWOOD, Essex,11 September, 2007 - Winner of more than 80 awards and the only vehicle in the world to be named Car of the Year both in Europe and North America, Ford’s Focus has been something of a phenomenon since the launch of the original back in 1998.

Now in its second generation, with more than 1.1 million examples sold in the UK and a range which includes hatchback, saloon, estate and Coupé-Cabriolet derivatives, the Focus success story enters another chapter.

Following its unveiling at the Frankfurt Motor Show, Ford has announced that a new version of its family favourite will begin rolling off production lines from the end of 2007. Three-door, four-door, five-door and estate body styles will be first in UK showrooms, Coupé-Cabriolet and ST sporting flagship variants arriving in spring 2008.
Benefiting from Ford’s ‘kinetic design’ approach to styling, the 2008 Focus takes its inspiration from the critically acclaimed new Mondeo. The result is a classier and more distinctive appearance from a vehicle that’s now as exciting to look at as it is to drive.

Working from the front towards the rear, trapezoidal grilles, swept back headlamps, bold wheel arches, newly shaped rear glass, a contoured tailgate and new tail lamps are the key changes. Higher trim grades benefit from chrome detailing and a stylish, body-coloured upper rear spoiler.

Inside, the upmarket aura continues. New soft-touch plastics now cover the instrument panel as well as the upper front door trim and this is complemented by plush new seat fabrics plus a variety of attractive fascia finishing's. The instrumentation has been re-designed too and, along with all other interior controls, is illuminated in red. Controls for the upgraded audio equipment and two-zone air conditioning have also been ergonomically improved.

Furthermore, the Titanium now includes a newly designed centre console (optional with Zetec and part of the Sport Pack), which adopts the flowing 'kinetic design' look. In addition to a movable armrest and a four-litre-capacity storage compartment, there are storage areas for back-seat passengers or the facility to add optional items such as a 230 volt socket or the USB audio connection box. Another feature available as an option from the beginning of 2008 is the Ford Power Button, which will be positioned near the gear shifter.

The aesthetic appeal of Ford's latest Focus is matched by a range of mechanical introductions, including an all-new automated gearbox. The Ford PowerShift transmission will be available from early 2008 in the new Ford Focus as well as the Ford C-MAX, in combination with the 136PS and new 110PS versions of the 2.0-litre Duratorq TDCi engine.

Jointly developed by Ford and transmission specialists GETRAG, the gearbox consists of two layshaft transmissions working in parallel, each with its own wet clutch unit. Thanks to the layout of the intermediate shafts – one carrying the 'uneven' gears 1, 3 and 5, while the other one 'even' gears 2, 4 and 6 – the next gear change can be prepared by pre-selection whilst in motion and at full power.

As a result, in this configuration, the average fuel consumption improves by around 10 per cent, and CO2 emissions will be lower, compared to a conventional six-speed torque converter automatic transmission. Final homologated fuel economy and CO2 emissions data, as well as performance data for the Ford Focus with this new transmission technology, will be published closer to the car's market launch.

Another new development is the Focus "ECOnetic" which features an array of aerodynamic efficiencies and is powered by a 109 PS 1.6-litre Duratorq TDCi with standard Diesel Particulate Filter (DPF). Average consumption for the Focus ECOnetic is a frugal 65mpg. This corresponds to an average CO2 emission of only 115g/km, which is a class leading result for a conventional vehicle in this segment.

As a direct result of the Ford ECOnetic initiative, all Focus 1.6-litre TDCi variants will achieve 119g/km CO2 and this is regardless of power rating, body style or wheel dimensions. Flexifuel version of the 1.8-litre Duratec petrol four-cylinder engine can be fuelled with bio-ethanol E85-fuel as an alternative to conventional unleaded petrol – or in any mix of both. The Ford Focus range also includes CNG (compressed natural gas) and LPG (liquefied petroleum gas) derivatives both based on the 2.0-litre Duratec petrol engine.

The 2008 Ford Focus range will initially be offered across Studio, Style, Zetec and Titanium trim grades. More detailed information about the UK range and prices will be release close to the car's on-sale date.

Focus tuners get tour of Ford assembly plant

Fri, 07 Sep 2007 14:41:04 GMT

Photo Credit: Carlos Osorio / Associated Press

In a bid to keep at least a few Focus tuner/enthusiasts on-board, Ford provided a tour of the Wayne Focus assembly line to Focus enthusiasts from around the country.

Follow the link for the original article in the Detroit News. And, IMHO, despite what the Detroit News says, I don't believe the attendees gave the car an enthusiast "thumbs-up". I believe they were grateful for the tour and wanted to say some nice things. How many of them will actually buy a new Focus (or even a used one) would make a revealing statistic that Ford probably doesn't want to see.

The bad news for Focus tuners is of course that we don't have the European Focus in this country.. and apparently won't for several more years. Ford has attempted to step around this for the 2008 model year by offering a restyled Focus on the existing platform. While the existing platform was a good-handling car in it's time, it's aged. A lot. Especially when you compare it to the *real* Focus fromEurope, or it's Mazda and Volvo platform mates. The MazdaSpeed3, as the most sporting example, shares an advanced and very capable chassis with the European Focus and small Volvo.

What is the sporting potential of ye olde American Focus? Very little from the factory - there hasn't been a sporting engine and chassis package available since the death of the late and lamented (which was also under-powered and uncompetitive) SVT Focus. Since SVT is dead, there won't be another "SVT" branded performance Focus. And since Ford is all but bankrupt, all the budget can provide is a slight restyling of the existing car. And no performance engine, brakes, transmission, or suspension options.

So, Focus tuners, the answer is very clear. Reality: the MazdaSpeed3 is a fabulous platform for you to work from:

Ford Reskins the Focus

Sun, 07 Jan 2007 12:15:36 GMT

While Ford may or may not have a serious committment to "small" cars, the skin demonstrates Ford's lack of development strategy for small cars in North America. The revised 2008 Focus is *not* the European Focus platform, which is truly world class. Instead, this is the previous Focus with a reskin, inside and out, to the existing Focus.

Press Release follows:

2008 FORD FOCUS DEMONSTRATES FORD'S COMMITMENT TO SMALL CARS

The 2008 Ford Focus brings a bold design, modern interior, improved driving dynamics and competitive fuel economy to the growing small car market.
All-new exterior design strikes an exciting pose in two-door coupe and four-door sedan body styles.
Redesigned cabin offers contemporary styling and features such as silver metallic finishing on the dashboard and center console, available ambient interior lighting and available leather seating with contrast stitching – all creating a modern atmosphere.
Available Ford Sync™ offers advanced levels of connectivity to help create a second home on wheels inside the car.
New suspension tuning and chassis refinements improve an already rewarding and dynamic driving experience.
Improvements to sealing and sound deadening materials reduce noise, vibration and harshness levels providing a quiet, comfortable ride.

DETROIT, Mich., Jan 7, 2007 – Redesigned from the inside out, the 2008 Ford Focus brings a bold new look, a modern interior and a high level of driving enjoyment to the small car segment. Joining the new Focus four-door sedan is, for the first time, ever a sporty two-door coupe, which is designed to attract new and younger buyers to a growing small car market.

Ford is renewing its commitment to the small car market as an influx of younger buyers and the instability of gas prices have led to growing sales in the segment. Small cars make up the largest vehicle segment in the U.S. today and growth is expected to continue. The 2008 Focus will be poised to capture some of this growth when it hits the streets in fall 2007.

“We know the formula for success in the small car segment: Affordability, quality and a fun to drive, sporty personality,” says Cisco Codina, Ford group vice president, North America Marketing, Sales and Service. “These are the priorities that drove the redesign of the Focus for 2008.”

Muscular stance, sharp character lines and a high beltline define Focus

The 2008 Focus strikes an impressive pose. Designers drew inspiration from the Ford Fusion's prominent chrome-bar grille design, flared wheel arches and sweeping, crisp lines to create a small car that’s stylish and sporty.

“We raised the beltline to give Focus more modern proportions,” says Lon Zaback, Focus chief designer. “By raising the beltline we created a sleeker profile. The overall look is solid and more substantial.”

Flared wheel arches give Focus its firm, secure stance and work with the raised beltline to give Focus its muscular look.

The design is further refined by a taut character line that runs from the taillights, sweeping across the doors just below the door handles and snapping suddenly down at the front wheel well. Another crisp line runs from the A-pillar to the headlight and down to the bottom of the front bumper, defining the corners of the car.

“Having surface areas break sharply in places gives the car a sense of forward motion,” says Zaback. “A lot of cars today use forms and lines that are parallel and predictable. If you look at Focus, you will see one sweep going through the hood and headlamps, and a different sweep going through the fascia. This creates movement, tension and drama.”

Zaback says the goal was to use detail and forms to create unpredictable visual interest. For example, the hood uses four separate creases to break up a typically large flat area. “When you’re working with a small car, you want to add surface detail that will create interest from any angle,” says Zaback. “We definitely wanted to appeal to the more progressive customer.”

The headlights are a design story by themselves. Horizontal bars with a matte surface run through the reflection area, visually connecting the headlights with a sweeping line running through the chrome-bar grille. It is such an innovative idea that Ford has a patent request for the design.

The tail lamps share cues with the 2008 Ford Escape, with a white arc cutting across the red lens. The leading edge of the deck lid features a new clear lens center high-mounted stop lamp (CHMSL) that illuminates with red LEDs for a progressive, modern appearance.

Focus SEL models feature a front fender appliqué integrated just behind the front wheel arch, adding a bright accent to the profile. And the “Focus” name is spelled out in bold italic letters on the deck lid, scuff plates and instrument panel.

The 2008 Focus is available in two body styles: a two-door coupe, a first-ever for Focus, and a four-door sedan. These are the two highest volume body styles in the segment. In fact, the sedan and coupe will allow Ford to cover a full 80 percent of the small car market.

Redesigned Focus cabin is quiet, inviting and modern

Progressive is the word that best describes the interior. The new interior design not only adds more flexible storage space, but new surfaces and materials create a modern, contemporary cabin with a sense of openness.

“We've taken cues from fashion and home design and translated them into a more upscale Focus interior,” says Zaback. “We've given it some sophistication and flair by adding touches of silver metallic finishing like you see in today's home appliances, and used materials that provide a higher-quality feel to surfaces and touch points throughout the car. The overall package is simply more inviting.”

On SEL models, the dashboard and center console sport brilliant matte silver-metallic finishing. On SE models, the dashboard center finish panels are a contrasting dark stone non-metallic color.

A “top-of-dash” display, positioned at eye-level at the top of the center stack, features a message center that shows radio function readouts. This simple, efficient design makes it easier and quicker to read when driving.

A new “poke-through” center console design replaces the traditional “brick” design for the radio and climate control. The center panel houses the controls for the audio and climate control as well as a standard auxiliary audio input jack and two power points. In vehicles equipped with the available Sync option, a USB 2.0 port is located on the center stack near the power points.

Eliminating the traditional brick design gave designers freedom to draw a sharp accent line across the top of the dashboard, a design element that would not have been possible with the previous model’s square radio and climate modules. A new seamless passenger front airbag door further cleans up the interior.

The 2008 Focus offers a larger center console as well as added space in front of the console shifter for extra storage. Newly designed door trim features larger bins and cup holders in the doors plus three more in the console. New seats have improved contours and offer more lateral and lumbar support. A new cloth pattern is available for 2008 while the leather trimmed seats feature contrast stitching for an added touch of craftsmanship.

SE models come with a Stone interior; SEL models come in Stone or Charcoal Black. The coordinating interior instrument panel colors are Satin Pewter Metallic for the Charcoal Black interior and Dusk Metallic for the Stone interior. Focus models equipped with Sport and Deluxe packages feature a white face instrument cluster and chrome accents on the door handles, climate control vents and shifter.

Focus lets you set the mood

The Focus interior is even more distinctive at night thanks to a new approach to lighting that builds on recent Ford advances like the white LED instruments on the 2003 Lincoln Navigator and the configurable “My Color” instrument display on the Mustang.

In the Focus, the instruments and switches are lit in a new color called “Ice Blue.” Customers can also order an ambient lighting package that places tiny LEDs inside the front and rear cupholders and footwells. The LEDs can highlight the cabin in any of seven different colors (red, orange, blue, indigo, violet, green and yellow) and are controlled by a simple dash-mounted switch.

Both of these features will eventually make their way into other Ford and Mercury products.

“The idea was to let owners give the car its own mood,” says Philip Smoker, 2008 Focus product marketing manager. “Customizable ambient light gives the interior a whole different look and keeps it fresh. Focus is the first in this segment to offer ambient lighting as a factory installed option.”

Smoker says customizable and unique interior lighting inside cars and trucks is an emerging trend. According to a recent survey, over 90 percent of vehicle consumers said they would be interested in unique lighting to enhance the appearance of their vehicle's interior.

"With manufacturers often producing upwards of 150,000 copies of any particular model, vehicle differentiation is still the key," says Smoker. “The interior ambient light inside the 2008 Focus gives owners the chance to make the car their own.”

Sync connects your life to your drive

The 2008 Ford Focus will be one of the first Ford Motor Company vehicles to feature Ford Sync™, a cutting-edge way to use cell phones and portable music players inside a vehicle. Developed in association with Microsoft, Sync offers a new level of in-car communications and entertainment convenience. Sync lets users easily control and personalize their electronic devices in their vehicle. This technology will be available in other 2008 model year Ford, Lincoln and Mercury products later this year.

“Sync is state of the art connectivity and entertainment,” says Derrick Kuzak, group vice president, global product development, Ford Motor Company. “It’s aligned with our efforts to treat the interior of a car as a second home on wheels. We want to bring as much infotainment to our customers as possible in a way that is both convenient and seamless.”

Incorporating Bluetooth wireless connection technology as its foundation, Sync can wirelessly connect up to six different cellular phones to the vehicle, a process called pairing. Once the phone is paired with the system, the user’s personal features (such as phone book and ring tones) are automatically downloaded to the car. A microphone inside the cabin allows users to use their phone hands free while operating their vehicle.

Every time the user enters the vehicle with the phone, those personal features are updated and integrated into the Sync system. To protect privacy concerns, phone books and ring tones are active only for the phones to which they belong. Sync also allows users to maintain a cell phone conversation while entering or exiting the vehicle.

With many municipalities passing laws prohibiting cell phone usage in a vehicle that does not provide hands-free calling, Sync’s voice recognition software (which recognizes English, Spanish and French) allows users to place a call by simply tapping a "Push to Talk" button on the steering wheel and saying a command. For example, the command “Call Mike” will connect the user identified as “Mike” in the user’s phone directory. Users can also dial numbers by calling out digits.

When a call comes in, the user can answer or decline the call using verbal commands. If the user’s phone is configured for unique caller ring tones, that specific caller’s ring tone will be played through the vehicle’s audio system. Sync also offers call waiting, caller ID and three-way calling, along with three unique ring tones as part of the system.

Sync offers a unique industry-leading text-to-speech function that will translate text messages to speech and read them over the vehicle’s audio system. Sync will translate abbreviation like “LOL” into “Laughing Out Loud,” and it offers 20 pre-determined responses that can be customized via web downloads.

Sync is also the only automotive application that offers full hands-free, voice-activated command and control over portable music players and storage devices. Sync’s advanced voice command capability means consumers can access the song, artist, genre, album, playlist, etc., through voice commands. The selections will also be shown on the vehicle's audio display, as Sync allows complete command and control via dashboard or steering wheel controls. This means Sync acts as an extension of the music player, effectively melding the player’s functionality into the vehicle.

“If you plug in your Apple iPod® and say, ‘Play rock music,’ Sync will play rock music,” says Kuzak. “If you say, ‘play’ and name a band, Sync will display the album and title selections by that group. You then select a title and the music plays. Most music players connected to a car might let you shuffle. Sync lets you do everything you could do on the music player itself through the vehicle’s interface or through voice commands. Sync is a seamless extension of the music player to the vehicle, and that’s what makes it great.”

Sync hosts nearly all portable music players including Apple iPod®, all MP3 players with "Plays for Sure" technology, and Microsoft’s new music player, Zune™. Sync also accepts music saved on flash memory sticks inserted into USB port. Located on the dashboard near the power outlets, the USB 2.0 port simultaneously charges the player as the music is being played over the vehicle’s audio system. All music played through Sync is high-resolution digital quality.

Revised suspension settings further refine the Focus driving experience

Since its North American introduction in 1999, Focus has been hailed for being an affordable car that handles and drives like a car more than twice its price. For 2008, the Focus’s curb weight is down by 60 pounds, even though the body structure is stiffer. This allowed the suspension engineers to sharpen the car’s steering and handling while improving ride quality at the same time.

Engineers reworked and improved the strength of the roof structure, the package tray, the connections between the rear floor and the underbody and the door systems. A stiffened cross-car beam under the instrument panel connects the car side-to-side and provides better lateral stiffness.

The basic suspension features an independent front suspension with MacPherson struts and an independent multilink design in back. The spring rates, shock absorbers, stabilizer bars, and jounce bumpers have all been re-tuned for 2008. Engineers derived unique tuning packages for vehicles equipped with 15- or 16-inch wheels and tires. Models with 15-inch wheels and tires are equipped with low-rolling resistance Hankook tires. Those with 16-inch wheels and tires are paired with sporty, responsive Pirelli tires.

“Fuel economy was at the top of the improvement list for 2008, so we put the new Focus on a diet, dropping the curb weight of the vehicle by over 60 pounds,” says vehicle dynamics manager Mark Rushbrook. “To maintain good ride character, we reduced the spring rates. Improvements to steering and handling were accomplished by increasing the size of the front stabilizer bar for both the 15- and 16-inch tire packages, as well as detailed tuning of the shock absorbers to optimize the ride and handling balance.”

Rushbrook says the revised chassis settings help improve steering feel over the previous Focus without sacrificing ride quality. The front stabilizer bar diameters have been increased over 2007, from 18 millimeters to 20 millimeters on the 15-inch wheel tuning package, and from 21 millimeters to 22 millimeters on the 16-inch wheel tuning package.

“From a dynamics perspective, the new Focus feels much more solid and substantial,” says Rushbrook. “The chassis has been tuned with the new body structure to continue that feeling of confidence. Whether you’re driving down a twisty back road or an interstate highway, it always feels like you’re in a very solid yet responsive and fun vehicle.”

Focus gets an all-new brake system for 2008. New aluminum calipers save weight and improve brake pedal feel. The brakes are 10.9-inch vented discs in front and 11.0-inch drums in back with an available anti-lock braking system (ABS).

The 2008 Focus features a 2.0-liter, Duratec 20 dual-overhead-cam (DOHC), inline four-cylinder engine delivering an estimated 136 hp. An all-new air intake system, cooling and exhaust system are designed to improve the powertrain’s smoothness, efficiency and response.

There’s also a super-clean Duratec 20E engine offered in states adopting California emission standards that qualifies Focus as a Partial Zero Emissions Vehicle (PZEV). PZEVs are as clean as some hybrid vehicles, according to the EPA.

The Duratec 20 and 20E are available with a five-speed manual transmission or a four-speed automatic. For 2008, the transmissions have revised final drive ratios, which let the engine turn at a lower rpm rate during highway driving and get better fuel economy. For instance, the automatic transmission final drive ratio decreased from 3.73 to 3.34, reducing engine speed at 65 mph from 2490 rpm to 2230 rpm.

NVH improvements provide a quiet ride

The new exterior design doesn’t just look good, it provides improved functionality as well. Improved airflow over the vehicle reduces the coefficient of drag (CD) from 0.33 to 0.32.

“Getting just a tenth of a difference in CD is a lot,” says Focus chief engineer Marcio Alfonso. “This is quite significant. We spent many hours in the wind tunnel developing the shapes of exterior parts like mirrors and front openings, spoilers, and the shape of the air deflectors under the car. There was a lot of work done to improve aerodynamics and reduce noise inside the car.”

At a simulated 80 mph in the wind tunnel, the previous Focus had 28.8 sones of wind noise while the new model recorded 25.6, an eleven percent reduction in wind noise. In a test of road noise (boom, rumble, roar), decibel levels inside Focus dropped from 70 dBA to 67.3.

“We know that customers equate quiet with quality,” says Alfonso. “The difference between the previous car and the 2008 model is far more dramatic than the numbers show. Sones reflect overall noise levels and not the directionality of the noise. A noise coming from a particular area can be perceived as being louder, even though the overall noise level is similar. With Focus, we addressed not only the overall noise level, but also where the noise is coming from.”

Engineers reduced wind noise by installing a new acoustic windshield and thicker side glass in the front doors (increased in thickness from 3.2 to 3.8 millimeters). Closed-cell foam for the dash panel seal, as opposed to open-cell foam material, also helps reduce wind noise. Fluffy cotton-like sound-deadening material has been added to the door trim panels, C-pillars and the flat shelf behind the rear seats to reduce cabin noise, and the sealing around the side mirrors is redesigned to reduce noise entering the passenger cabin. The front air dam is stiffened and produces less noise.

New Climate Control System is lighter, quieter and more efficient

The 2008 Focus has an all-new climate control system that is more efficient with improved cooling and heating performance. Switching to electronic actuators for the floor, panel, defrost and temperature controls improve Heating, Ventilation and Air Conditioning (HVAC) performance. This completely redesigned HVAC system results in a climate control system that is quieter, lighter in weight and more effective in cooling and heating the cabin.

Standard safety features offer peace of mind

The 2008 Focus comes standard with Ford’s Personal Safety System®, thorax side air bags and side air curtains for increased coverage in the event of a side impact crash.

Ford’s Personal Safety System is a comprehensive collection of passive safety features for the front passengers. The system includes dual-deployment front air bags, energy absorbing safety belts, load limiting retractors and pretensioners, all which will help to create one of the safest cabins in its segment.

Focus uses Ford’s Safety Canopy™ side air curtain system that deploys in certain side-impact collisions to help protect front- and second-row outboard occupants using "roll-fold" technology. If occupants are resting their heads against a window, the Safety Canopy™ is designed to slide between the glass and occupants as it inflates. The curtains remain inflated for several seconds after deployment to enhance protection during an extended crash event.

Available anti-lock brakes are designed to help drivers maintain great steering command during hard stops.

TECHNICAL SPECIFICATIONS

Powertrain

2.0-liter, 16-valve SOHC I-4 engine

Five-speed manual or four-speed automatic transmission

Front wheel drive

Exterior Dimensions
Overall length	176.0 in.
Wheelbase	102.9 in.
Overall width	67.8 in.
Overall height at curb	58.5 in.
Front track	58.2 in.
Rear track	57.8 in.

Interior Dimensions
Front headroom	39.2 in.
Front legroom	41.6 in.
Front shoulder room	53.4 in.
Second row shoulder room	53.6 in.
Front hip room	50.4 in.
Second row hip room	51.0 in.
Luggage capacity	14.0 cu. ft.
Brakes
Front disc, rear drum with available ABS

Suspension
Front	MacPherson strut
Rear	Independent multilink

Unusual: twin-turbo Focus

Fri, 27 Oct 2006 11:11:08 GMT

While this isn't something I'd normally cover, the twin-turbo intercooled Focus is an unusaul engineering approach and was well-made. Two turbos - located to the right of the engine over the transmission - makes a noice 300-350 HP from the stock computer (supplemented).

[continue at source]

Laughable but sad 2008 Focus update

Wed, 02 Aug 2006 19:29:01 GMT

Courtesy of the Detroit News, we have the first spy pic of the 2008 Focus - updated with the same ugly chrome bar grills that Ford is putting on almost everything now (everything but the trucks, all of which are getting an gigantic ugly chrome schnozola). You can see the new grill behind the mask. The Focus is so lowly it only ranks 2 bars instead of the usual 3!

How sad that a company run by a tree-hugger can't build a decent small car - one that people would actually want to own and drive rather than have to own and drive.

[Continue at link]

2008 Focus reskin?

Sat, 22 Jul 2006 13:35:40 GMT

From these spy pics on focaljet - a Focus enthusiast website, it appears that the 2008 Focus will get a simple reskin with the obligatory 3-bar chrome grill and a new set of taillights. Looking at the shape of the roof (a cost that is too high to allow changing) and the track and wheel stance, it's clear this is the same old Focus we've had for several years.

Incredible... it was widely thought that the European C1 chassis Focus would replace the older American Focus (built on the previous generation chassis). But apparently Ford choose again not to spend the money, and to simply reskin the current car. That how things apparently work when your company has been driven into the ground by the rich unqualified kid from the Ford family.

But then as a forum member points out, apparently it's just a cheap car to get you where you want to go. Nevermind that all the foreign manufacturers are cleaning up in this market because they are raising the content bar in their own small cars.

[Continue at the originating site]

Ford Focus XR-5 Turbo

Fri, 16 Jun 2006 04:25:35 GMT

Another European Ford we don't get - the turbo model of the Focus.

But the Aussies do and they have a new site expaling all the features of the car. Remember that in Europe and other markets, the Focus is a premium model, with a long list of available features.

We've never had one like that in the North American model, where the Focus is seen as an economy car and nothing else. That does need to change - the competition (domestic and international) is bringing out premium small models and Ford has nothing to respond with... except perhaps the European Focus.

Site: http://www.ford.com.au/newfocus/

Video: http://www.ford.com.au/newfocus/xr5film.htm

FORD FOCUS COUPE-CABRIOLET (Europe)

Tue, 28 Feb 2006 13:20:15 GMT

LIFTING THE ROOF ON FAMILY MOTORING: THE NEW FORD FOCUS COUPE-CABRIOLET

**THE NEW FORD FOCUS COUPE-CABRIOLET**

Geneva Show preview for Ford's exciting new Focus Coupé-Cabriolet
Coupé-Cabriolet combines Italian style with practicality and Focus driving quality
First European Ford with a power folding hardtop
Two-piece electric retractable roof turns coupé into cabriolet in seconds at the touch of a button
Substantial luggage capacity for a cabriolet â€“ more than 500 litres of useable space with roof in place in coupé mode
Developed and designed in continued collaboration with Pininfarina
To be manufactured in Italy by Pininfarina S.p.A, starting mid-2006
Focus Coupé-Cabriolet complements the existing Focus family â€“ this elegant new model joins potent Focus ST introduced in late-2005
Full technical details and individual market prices to be announced closer to launch later in 2006

GENEVA , 28 February, 2006 -- Ford returns to the world of open-topped motoring with the elegant yet practical Focus Coupé-Cabriolet â€“ making its preview debut at the 2006 Geneva Motor Show.

The introduction of the Focus Coupé-Cabriolet has been led by customer response to Ford's Vignale Concept, which was displayed at the 2004 Paris Motor Show. The positive reaction prompted Ford to green-light the car for production, and it has been made ready in less than two years.

The new Focus Coupé-Cabriolet has been developed jointly by Ford of Europe and Italy 's Pininfarina, which enjoys a worldwide reputation for the design of some of the world's most attractive vehicles. The Focus Coupé-Cabriolet will go into volume production in mid-2006.

"We were delighted with the reaction to the Focus Vignale Concept and were determined to progress it to volume production," said Gunnar Herrmann, Vehicle Line Director for the Ford Focus. "We also wanted to keep the production model as true to the beautiful concept car as we could, while making it convenient and affordable for everyday use."

Refinement, elegance, and agility

The new Focus Coupé-Cabriolet is a true example of Ford's current design and engineering direction: Stylish and stimulating, but delightful day-to-day. In short, a car people will be proud to be seen in.

In typical Ford style, the operation of the hard-top roof is simplicity itself. The Focus Coupé-Cabriolet can be turned from an elegant coupé into a stylish cabriolet within seconds at the push of a button.

The Focus Coupé-Cabriolet joins the Focus ST at the top of the Focus range. Customers will not only spot the family look, but also be aware that the Coupé-Cabriolet has its own unique profile, thanks to the smoothly flowing lines of its gently arched coupé roof.

The preview model is finished in a classy new exterior metallic colour â€“ 'Luna' â€“ which shows off the vehicle's elegant yet sporty exterior.

The car utilises a two-piece folding electric hardtop to go from snug family motoring to wind-in-the-hair excitement. It is a full four-seater, and will offer a substantial luggage compartment with more than 500 litres of useable space. This further underscores the vehicle's everyday usability and practicality.

The bold wheelarches familiar on all Ford Focus models give it a purposeful look, while the profile and rear views display a distinctly Italian design flavour with chrome details and a well-proportioned bootlid area.

"The initial design intent of the Vignale Concept remained almost untouched during its transition to the production Focus Coupé-Cabriolet," said Chris Bird, Director Design, Ford of Europe. "The new Focus also provided us with a great starting point from which the design team could create a really distinctive dual-personality vehicle."

Inside, the emphasis is on refinement, and elegance and the use of premium quality materials. The preview model is trimmed with an attractive two-tone interior, with the upper instrument panel coloured in the new, dark-elegant 'Iris' and contrasting to the trim and the luxurious leather seats in light 'Camel'.

In keeping with its status as a hero model in the Focus range, equipment levels will be comprehensive. Full details will be revealed closer to market launch, but the usual Focus refinements including air conditioning, multiple airbags, in-car entertainment options and a full complement of active and passive safety features will be standard.

Customers will also be able to personalise their car to their own taste with an extensive list of colour and trim options, plus a dedicated range of options and accessories.

Feel the difference

Customers will literally feel the difference as the Focus Coupé-Cabriolet transforms. The change from one to the other is quick and easy. At the push of a button, the retractable two-piece hardtop folds backward and completely stows in the boot, inviting driver and passengers to enjoy the experience of fresh air at every opportunity.

But the two-piece retractable hardtop not only provides shelter from inclement weather. The hardtop gives the Focus Coupé-Cabriolet a bold and distinctive profile as a two-door coupe, and has been constructed to be durable for smooth, easy operation and long-term reliability. The solidity of the hard-top gives the car extra rigidity, essential for a car of this class.

"Focus Coupé-Cabriolet is designed as a Grand Tourer, rather than a pure sports roadster", said Jon Wellsman, Ford of Europe's Brand Manager for Ford Focus. "As you would expect from a Ford Focus, it will be great to drive both as a coupé, and as a cabriolet."

The Focus has earned accolades as one of the best handling cars in its class, setting the standards by which C class cars are judged. The Coupé-Cabriolet will be no exception, and has been developed to be as agile, convenient, and reliable as the Ford Focus name implies.

The new Ford Focus Coupé-Cabriolet will be offered with a choice of three powertrains: two petrol engines, the 100 PS 1.6-litre Duratec and the 145 PS 2.0-litre Duratec, and the latest generation 136 PS 2.0-litre Duratorq TDCi diesel. These efficient Ford powertrains combine economy and ecology, with their low fuel consumption and low emissions.

Full technical details of the Focus Coupé-Cabriolet will be announced closer to market launch later in 2006.

Ford with Italian flavour

The new Ford Focus Coupé-Cabriolet has been developed in cooperation with renowned Italian vehicle design, engineering, and manufacturing company Pininfarina S.p.A.

Following the confirmation in November 2004 that Ford of Europe would progress the Focus Vignale Concept through to a production model, the company selected Pininfarina as the ideal partner to work with on the programme.

The co-operation with Pininfarina continues through the manufacturing process, as all Focus Coupé-Cabriolet production vehicles will be built at Pininfarina's manufacturing plants Grugliasco and Bairo, both being located in the suburbs of Turin, Italy. Core Focus parts will be supplied to the plant by Ford's lead Focus manufacturing facility in Saarlouis , Germany .

"We are proud to be working again with Ford of Europe on the new Focus Coupé-Cabriolet, as it represents for us a significant investment, not just in terms of our design and engineering expertise, but also in our ongoing relationship with Ford of Europe, and the deployment of our high quality manufacturing facility in Italy," said Andrea Pininfarina, Chief Executive Officer of Pininfarina S.p.A.

Ford Focus model range grows

The addition of the new Coupé-Cabriolet model extends the Ford Focus range, offering customers a superb choice. Focus now offers three-door and five-door hatchbacks, a four-door sedan and a five-door wagon, plus the new Coupé-Cabriolet and the Ford Focus C-MAX multi-activity vehicle. The range also includes the recently launched Focus ST performance model.

The Ford Focus is one of the most successful model ranges in Europe with more than four million units built, not including 370,000 Focus C-MAX models built since its launch in 2003. The Focus, which enjoyed European sales of 442, 000 units in 2005, is produced at European assembly plants in Saarlouis in Germany , Valencia in Spain and St Petersburg in Russia .

Production sites for the Ford Focus outside of Europe include the US , China , Taiwan , Philippines and South Africa . More than five million Focus cars have been sold worldwide, with major sales highlights in 2000 and 2001, when the Focus achieved the status of being the best-selling car in the world. The Focus was also the first vehicle in automotive history to win the Car Of The Year title in both Europe and America .

The new Ford Focus Coupé-Cabriolet will go on sale across Europe from later this summer. It is estimated that approximately 20,000 vehicles will be produced a year.

V-8 Focus kits: viable conversion?

Tue, 27 Dec 2005 18:39:10 GMT

This is the V-8 Focus site, of JD Motorsports - the exclusive distributor of the Kugel Komponents conversion kit. This is an outgrowth of Ford's own "FR200" conversion - first shown at the 2003 SEMA show. This company is also responsible for showing and promoting the FR200.

The kits support a 5 or 5.8 liter OHV Ford engine. That's the 1st problem I have with this kit... how can this engine pass the emissions tests required in most parts of the country? Here in Austin, like most places, a (for example) 2000 Focus with the conversion would have to pass the model year 2000 emissions tests. And, since the car is newer than MY1995, the car would have to have OBD-II equipment as well. Clearly anything powered by ye olde small-block Ford is hopeless.

The 2nd problem is with the resulting dynamics of the V-8 Focus... the conversion kit uses a solid axle, bolted into a frame never meant to handle such torque (or such load of the rear frame). And it doesn't have room for any resonable size tires, even if you go with Ford's European Focus RS fender replacements. After spending all this money, what do you have when compared to a Mustang?

I know, I missed the point of it all. The 1st time you drive it up to the local car show, it would be cool. And with a nose-heavy front end it will make lots of smoke when you street-race it. If that's important, then this might be a fun project.

: Ford - Focus

Tim Allen drives the Jay Leno electric Focus

Drew Barrymore drives Jays electric Ford Focus

Ford didn't cancel plans to bring the Focus RS to North America!

Ford Focus with SHO Taurus V-6 swap

Ford Focus with SVT Contour V-6 swap

Ford Focus RS - another Ford we don't get (at least not yet...)

FORD ANNOUNCES SENIOR MANAGEMENT CHANGES TO STRENGTHEN GLOBAL PERFORMANCE VEHICLES STRATEGY

Ford losses 8.7 Billion - and accelerates transformation plans

Ford Focus RS coming to Europe... but what about US?

2008 European Ford Focus - specs

Standard

Option

Ford finally begins to understand the market

2009 Ford Focus AWD - 350 HP and AWD!

European Ford Focus for 2008

Focus tuners get tour of Ford assembly plant

Ford Reskins the Focus

Unusual: twin-turbo Focus

Laughable but sad 2008 Focus update

2008 Focus reskin?

Ford Focus XR-5 Turbo

FORD FOCUS COUPE-CABRIOLET (Europe)

V-8 Focus kits: viable conversion?