Ford Lynx Ghia (2000) Driven

Despite what other people may say, I’m telling you right now, the Ford Lynx is not a Mazda 323 in drag! Though Ford owns both of the said brands, they have kept a degree of difference in the overall image and execution. Sure, the Lynx may have borrowed the window and mirror switches from the 1997 Mazda 323, but it’s still a surprisingly satisfying vehicle. Ford wanted to introduce the Ford Lynx as the Ford Laser in 1998, but because of naming problems (people associate the Laser name to the dismal 323-clone of the 80s), Ford decided to call this car, Ford Lynx. A proper move if I may add, because the name ‘Lynx’ actually jives with Ford’s European branding which include other wild cats such as the Puma and the Cougar (Ford’s Jaguars are a different story). Take note though that a very close inspection of the Lynx badge actually reads ‘Laser’ though in very fine print.

Overall, the Ford Lynx Ghia is an excellent 1.6-liter car. In fact, after various tests with all the other competitors, (except for the Honda Civic, which we haven’t fully tested), the Lynx is a cut above the rest. It’s fast, refined, roomy, delightful to drive and best of all, different. Yes, in a sea of generic Japanese jellybean shapes, the Ford Lynx provides a whiff of fresh air. Ford has taken a big gamble by introducing just a single engine for the two Lynx models available here: a 1.6 DOHC 16-valve inline-4. Motoring enthusiasts would like to note that this same engine sees action in at least two other cars that I know of: the Mazda 323 and the Mazda MX5. However, this time, the engine has been massaged to bring out 118 bhp at 5500 rpm (from 115 bhp in the Mazda) and 14.8 kg-m. of torque at 4000 rpm. Why do I consider this a big gamble? Because Ford is banking on the higher echelon market to buy the Ford Lynx rather than the ‘corporate / taxi fleet’ strategy employed by Toyota, Mitsubishi and Nissan. This of course will do well when it comes to preserving the Lynx’s image as a more luxury-biased small family car.

Ford’s luxury-focused intentions for the Lynx clearly show from both the inside and the outside. In the inside for instance, the fit and finish of the Lynx’s interior can even make the Toyota Corolla’s blush with shame. The whole dash feels as if it was carved from one solid piece: it feels solid and rigid. The switch gear, especially for the wipers and lights, feel as if it doesn’t belong to a 1.6-liter car, but to a higher class car, maybe to Ford’s Volvo S40. The champagne-silver console makes sure that the Lynx’s cabin doesn’t end up too sober. There are a few cheesy bits such as the flimsy trunk and fuel filler release and hard-plastic center storage bin, but overall the interior is intelligently designed and well-executed.

The displays are quite easy to read and large enough to be glanced at while driving. They are typically American by having white fonts on a dark gray background. I was actually waiting to see if Ford would just rip off the cheesy gauge cluster of the Mazda 323good thing Ford didn’t. They came up with a display panel which looks better and is easier to read. However, I’ve noticed the lack of an indicator for the automatic transmission. Alas, if you’re not too familiar with an autobox’s PRND21, you’ll have to glance down once in a while just to make sure you’re doing the right thing and not, say, engaging reverse when you mean to park.

The interior is quite a surprise in the Lynx Ghia, because leather seats and door trim are standard. Of course, this level of luxury is not even available in the Sentra and Civic and is only optional in the Corolla. The driver’s seat is even 8-way adjustable, something that is not common in the Japanese 1.6-liter car class. However, the only problem with the Ford Lynx is that its seats lack the lumbar support offered by the competition. Though this may not pose a threat to your lower back in Sunday driving, it will be a pain once you cross the one-hour mark in traffic and / or countryside driving. Some owners we interviewed ranked the seats as unbearably hard and unsupportive, so think twice if you’re prone to backaches.

The ventilation controls are within easy reach of the driver, but why did Ford make the fan speed the smallest wheel of the three rotary aircon controls? Does Ford want me to become environmentally friendly, telling me not to use the air con? However, if you do find the microscopic fan control, the Lynx’s aircon blows with a strong breeze, and it can overcome even Manila’s broiling mid-day heat.

Trunk-space, though not class leading, is still adequate especially for a trip to the supermarket or the beach. The trunk isn’t too large longitudinally (Ford probably decided to cut the trunk area by a bit to increase rear seat space or make the handling quicker). It does have a flat floor and is free of protrusions from the suspension, so you can easily fit all that you reasonably need to carry.

The exterior of the Lynx is pleasant to look at, but lacking in integration. Though I’m not quite sure if the Lynx was penned in the US or in Europe, the car shows more of European Ford-like qualities like some hints of the ‘New Edge’ design as seen in the Ford Focus, Puma and Cougar. The Ford Lynx is best seen from the three-quarter front view. With the 15-inch platinum effect alloys slightly turned, the car looks muscular and quite distinctive from the generic Japanese look. However, the rear view is quite awkward-it looks truncated and clashes with the smooth front end. Sure the ‘curvy triangular’ tail lamps do give the Lynx a more luxurious look, but I feel as if Ford should have just either made it plain triangular (though it will look too much like the Lancer or the C-Class Merc) or something else altogether. There’s even a smile cut into the rear bumper-an attempt to produce a smiling face? It’s almost as if the car is made up of three parts-the sharp and distinctive front, the squarish and bland sides, and the scooped and clownish rear. Pity it doesn’t integrate well unlike Ford’s other radical and well-styled cars like the Ka and the Focus hatchback.

Driving the Ford Lynx Ghia A/T is like driving an appliance-a well-oiled one. It’s easily forgotten, but quite easy to modulate and drive around. Unlike other automatic transmission models we have tested so far (remember the awful Vectra?) the Lynx’s automatic is decisive on the downshift and makes better use of the engine’s torque and power band. In short, the Ford Lynx, though it’s a 1.6 automatic, accelerates rather quickly. The down and up shifts are seamless, and quite frankly I am amazed at how the transmission responds like a manual. The steering is devoid of any road feel. Nevertheless the turn-in and steady-cornering maneuvers are precise and solid thanks to two factors: precise and well-weighted steering, and the Ghia’s standard 195/55 VR15 tires.

The Lynx’s MacPherson struts / independent struts combination can hold its own especially in typical everyday pothole / speed bump situations. The ride is generally compliant, but is still not a match for the Honda Civic’s 4-wheel independent double wishbone. On the plus side, we couldn’t feel any vibration inside the cabin even when the car would cross over bumpy roads. It seems that Ford’s L-NVH (low noise, vibration and harshness) efforts really paid off.

The biggest plus of the Lynx when it comes to the driving experience doesn’t lie in the handling, but rather, in its quietness and driver confidence. Though the Lynx’s engine feels quite boomy beyond the 4000 rpm, the cabin is still relatively quiet because of extensive sound insulation. Road noise is also minimal, and the sounds of the jeepney-infested streets of Metro Manila are hardly noticeable.

If you get too blended in with the Lynx’s furniture-like behavior, why don’t you crank up the volume on the Lynx’s Fujitsu CD-ready stereo system. Though essentially the same as the Honda Civic VTi’s, the Lynx’s radio is better positioned and thus better and easier to operate. Even if the Lynx’s 4 speakers can output a bit of bass without actually sputtering, the Civic’s speaker system still sounds much better.

Overall, we would rank the Ford Lynx as the best ownership proposition amongst the field of 1.6-liter car runners available in the Philippines. Its fit and finish is unmatched by the likes of Mitsubishi Lancer and Nissan Sentra. Its driving experience is far better than the Toyota Corolla or the Mazda 323. Its features can outnumber the Honda Civic’s by 2:1. Its price tag undercuts the similarly powered Opel Astra by more than 20%, and it offers standard leather seats and silver-colored console, which are only options on the Astra.

The driving pleasure graph falls flat when compared to say the rev-happy Honda Civic SiR or perhaps the nimble Nissan Sentra. You may forget how the drive to work or school was, but thanks to the distinctive interior, you won’t forget what you drove. Exterior styling wins if you keep looking at the front only. Combine these little advantages, and the Lynx pulls itself above the rest of the 1.6 crowd. It’s good value for money with a price tag of PHP 655,000 for the automatic and PHP 625,000 for the manual. That includes 15-inch tires, dual airbags, ABS, power-folding mirrors, front fog lamps, silver-colored trim, digital odometer, leather seats-and it’s still cheaper than the Civic VTi, which has none of those! The 1.6 Lynx GSi has only the digital odometer, but has all-power features and rides on 14-inch wheels, and it goes for PHP 590,000 automatic / PHP 560,000 manual. The Civic now goes for PHP 671,000 auto / PHP 636,000 manual! It’s no wonder that the Ford Lynx is eating into Japanese territory, taking a huge 15 percent share of the market in just 6 months. The Japanese carmakers, especially Honda, should add more features to justify their skyrocketing prices. If not, they might find themselves on the Lynx’s dinner table.

By Ulysses Ang | Photos By Ulysses Ang & Jason K. Ang