aizen describes the Japanese philosophy that governs their daily lives. Of course, the term, translated as ‘continuous improvement’ is now commonly associated with Japanese business or product practices. Toyota is probably best known to everyone to implement kaizen as seen in their products which have steadily improved in both quality and reliability with each passing model cycle. Like anything Japanese though, the West has certainly caught on and it seems even Ford Philippines has caught the kaizen bug.
Each of Ford’s local models has gone through incremental changes either to enhance it cosmetically or mechanically. In the past two years alone, the Escape, Everest, Expedition, Explorer and Focus have gone through changes. The Focus, in particular, has already seen a slight design update once since its 2005 launch, coinciding with the introduction of a turbo-diesel variant. And in as much as the front bumpers have been revised and the turn signal indicators have migrated onto the side mirrors, the changes were minimal at best. The Focus’s sales have indeed climbed compared to the pre-face lifted model, but it’s down more to the availability of the 1.8-liter hatchback, which was bargain priced. For the last quarter of 2008 though, the Focus will morph once again. This time though, the changes are considerable. Will the market finally bite?
Though marketing pundits will quickly declare this Focus a ‘new’ one, in reality, it’s more of a ‘Version 2.5’, where there are substantial modifications done, but short of delivering an all-new model. From ‘New Edge’ styling, the Focus now goes ‘Kinetic’, a look first pioneered by the Mondeo sedan from the James Bond movie, Casino Royale. According to Ford, the Kinetic look is supposed to evoke a fast-forward motion even when the car is standing still. With the Focus, specifically in the hatchback model tested, Ford got it mostly right. The front end is certainly much more expressive and to a degree, angrier than before with the nicely sculpted headlights and large, blacked-out front bumper. Even the plain-looking hood now features a power bulge crease, all to give much more macho appeal to the once forgettable Focus. However, despite Ford’s claims that most of the body panels have been changed in the 2008 Focus, the Kinetic theme looks a bit too tacked on when viewed with the rest of the car. The alloys look small too—and at 16-inches they surely are. In a time where 17’s are the new 15’s, Ford’s 205/55 R 16 tires seem like cookie-cutter 14’s.
Fortunately, that’s the only major criticism you can level at the new Focus. Once you step inside, the revised interior features much better materials and better fit and finish than before. The most noticeable change though goes to the gauges, where the bare-bones dials have been thrown out in favor for tasty metal-rimmed ones. Red indicators and a large LCD screen lodged between the speedo and tach complete the transformation.
The revised interior features markedly better materials. From the cloth headliner to soft-touch plastics to leather seats, the Focus interior exudes quality. The most visible change is to the gauges. The bare-bones dials have been ditched, in favor of metal-rimmed indicators with red pointers, and an LCD screen lodged in between. The once silvery center stack trim has been replaced with a faux carbon-fiber finish for that racy look, while the revised climate control buttons are much easier to understand and feel much more solid than before. Like before, all the window switches are one-touch up and out, and there’s even a remote opening and closing of all windows, which is unique in its class.
Storage was a big issue with the old Focus, and though the new one tries to rectify it, Ford still has a long way to go. For instance, the armrest console has grown, but just enough to accommodate a mobile phone from just a stack of calling cards before. The cup holders are still vestigial at best and any attempts to put a cup of coffee can result in a scaling lawsuit. The only true useable storage in the Focus is the deep glove box which also houses the auxiliary audio jack.
While the fairer sex will still continue to complain regarding the lack of storage bins (they have this insatiable need to hide their handbags from view, but still keep it within reach), the men will surely like the Focus’s spot on driving position. The seat is mounted tall (like an MPV) for unparalleled visibility all around. Sadly, the seat support is still lacking for both thighs and torso, which could make driving the Focus a problem with those with bad backs.
Though considerable as those cosmetic changes are, the biggest news with the Focus is the introduction of an automatic transmission with its turbo-diesel engine (finally). As good as the 6-speed manual was its dodge clutch engagement surely limited its appeal to both critic and buyer. Looking at the gearlever and you won’t notice anything extra-ordinarily different. It still features the usual PRND positions along with the manual +/- gate. However, the Focus’s automatic is anything but ordinary. It’s a six-speed dual-clutch sequential gearbox: a configuration commonly reserved for Audis, BMWs and Porsche sportscars.
The term ‘dual-clutch sequential gearbox’ is certainly a mouthful and not every appetizing to market, so Ford calls its Getrag co-developed gearbox, ‘PowerShift’. What makes PowerShift different from a conventional automatic is that it’s essentially two transmissions working in parallel, each with its own clutch unit. One carries gears 1, 3 and 5; the other 2, 4, and 6. The unit preselects the next gear while in motion and at full power. As the one clutch unit disengages, the other engages simultaneously, resulting in a steady flow of torque. In addition, this set-up also has the advantage of being simpler and theoretically more durable than a conventional automatic because of fewer parts.
The short drive around Ford’s Sta. Rosa, Laguna plant (where the new Focus is being assembled), confirms the PowerShift’s advantage over a traditional automatic. There’s no discernable lag and shift-shock; and reactions to jabbing the throttle is rewarded instantaneously. Though there’s a manual shift override like before, the PowerShift pretty much makes that superfluous. A lot of transmissions have promised to combine the response of a manual with the ease of an automatic. The PowerShift is first one that delivers that.
The impressive gearbox technology is probably just what the doctor ordered to breathe new life into the slow-selling Focus turbo-diesel variant. The 2.0-liter DuraTorq unit is a carryover from the previous Focus with all 135 horsepower and 320 Nm of torque fully intact. For those who’re unaware, this engine also has an ‘overboost’ feature which briefly allows the engine to extract a further 20 Nm. Combined with the PowerShift gearbox, the Focus TDCI can easily overtake a string of five cars on a short two-lane stretch of road with no sweat. Those addicted to the sound of a high-revving petrol engine though may want to look elsewhere as the Focus still exhibits the characteristics of a typical oil burner. There’s some clatter and hum when you’re standing next to the car, though once inside, the engine noise is well-suppressed. At full throttle, the petrol shrill is replaced by a gravelly grumble. It doesn’t sound fast, but a passing glance at the speedometer says otherwise.
When not terrorizing other cars (or the neighbors), the Focus is just as happy puttering around in city traffic. The diesel provides smooth and strong acceleration off the line, and with the new gearbox, it’s just perfect for stop-and-go traffic. The short drive registered a highly commendable 16 km/L—a figure which can go even higher given if you drive even more economically.
Like most cars out of Europe, the Focus doesn’t just deliver straight-line antics. This is one of the best cars to drive on a winding road. The precision of the steering is good and the chassis’s predictability even better. The revolutionary all-around independent suspension, with the patented Control Blade struts at the back, still offer best-in-class control and feedback without dispensing comfort. During the drive, the car never felt even one bit harsh or bumpy. As an extra measure of safety, Ford has incorporated ESC or Electronic Stability Control for the Focus TDCI. Thanks to the chassis’s high level of mechanical grip though, the ESC doesn’t even once intrude during the day’s nearly insane cornering. Braking is also a good point with excellent stopping power and a solid pedal feel.
The compact car landscape has certainly become even more competitive and it must be noted that the Focus’s dynamic handling is now less of a novelty with the likes of the Mazda3, Honda Civic and Subaru Impreza in the fray. However, Ford’s continuous strives to improve the Focus should, at least now, translate to better market reception. The Focus is still the sharpest tool out there to carve up a road, but the list of improvements, headlined by the PowerShift gearbox should make it even better.
By Ulysses Ang | Photos by Ulysses Ang
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