The all-new 2007 Ford Focus is designed to raise the standard of what a small car should be with new levels of roominess, comfort, driving dynamics and safety. Combined with a bold new exterior design and an all-new chassis, the Focus is designed to give customers much more car while still providing affordability and value.

  • 2007 Ford Focus
  • Year:
  • Make:
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  • 0-60 time:
    13.6 sec.
  • Top Speed:
    113.1 mph
  • car segment:
  • body style:

According to Ford Motor Company research, the small-car market will continue to grow approximately 5 percent per year until it reaches one-third of all new-vehicle sales by 2008. This rising demand is fueled by consumers’ desire for more fuel-efficient transportation as the price of gas continues to climb, and consumers’ desire for smaller, more nimble transportation in increasingly urban settings.

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To meet this growing demand, Ford has further refined the award-winning Ford Focus for 2007. The Focus continues to be among the leaders in the small-car segment, thanks to its spirited driving character, contemporary exterior appearance and smart interior. And, as it has from the beginning, it delivers award-winning quality, environmentally responsible emissions, superb passenger space and low cost of ownership.

Focus enters 2007 with a series of changes to address the needs of those seeking a more individualized vehicle. These include class-exclusive, leather-trimmed sport seats, two new exterior colors and upgrades to the standard and premium audio systems.

The importance of choice and versatility is evident in the many Focus configurations available. Focus offers more body styles than any of its competitors: a three-door hatchback, a five-door hatchback, a four-door sedan and a wagon — all available in S, SE and SES trims. A sedan model is also available in the performance ST version.


Spoilers are the focal point of two available Street Appearance packages, which give Focus an aggressive, customized tuner look. Street Appearance Package I is available on the ST sedan as well as the three-door, sedan and five-door versions of the SE and the SES. Sedan models sport a rally-style, body-color decklid spoiler. With Street Appearance Package II, a body-color SES spoiler replaces the rally decklid spoiler. Sport Appearance Package II is offered on SE, SES and ST sedans. All models fitted with either of the Street Appearance packages also come with:

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  •  A unique body-color fascia with fog lamps and lower air deflector
  •  Body-color rear bumper trim with black diffuser insert
  •  A bright exhaust tip

Exterior changes for 2007 include two new paint colors, Kiwi Green Clearcoat Metallic and Aqua Blue Clearcoat Metallic. They replace Light Tundra and Sonic Blue.

All Focus models except the ST have a prominent grille with a chrome-ringed diamond mesh and clear-lens headlamps, which make for an expressive face. Focus ST’s grille has satin mesh with a body-color surround. Fog lamps are standard on SES and ST models.

  •  Bold, innovative Ford design, brings a dynamic new look to the class
  •  Smart Design" reflects roomy interior, precision engineering and enhanced vehicle dynamics
  •  Three models - each with separate, distinct personalities - designed to appeal to different niches in the broad segment
  •  Long wheelbase, high roofline, raised H-point and tall doors provide the most spacious interior in the class - with room to seat five adults comfortably - 107 cubic feet in total - and greater ease of access
  •  Designed around the customer - using detailed ergonomic studies and customer feedback
  •  New three-dimensional RAMSIS computer-aided design techniques and full-time post-graduate-level ergonomist contributed to greater comfort for all customers
  •  Intuitive, logically placed and easy-to-use controls increase safety through reduced driver workload and distractions
  •  Interior designed to be as innovative as exterior. Instrument panel gives customers a completely fresh and dynamic look unique in the class
  •  Attention to details include high-level tailgate release, harmonized interior lighting, luggage compartment optimized for cube, shape and access
  •  Wagon provides largest load area in the class* with rear seatback up, at 37.5 cubic feet

Ford DNA: Dynamic design

On the outside, the Focus appearance is designed to be progressive, adventurous and distinctively different from the softer, more traditional proportions and silhouettes of other small cars.

The design objective was to give customers a striking and dynamic-looking car that would clearly differentiate it from the competition and signal a step forward. The "New Edge" proportions, surface treatment and graphics are used to communicate the vehicle’s strong driving dynamics and reflect the precision of the underskin engineering as well as the fundamental roominess of the interior.

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The Focus design also was driven by maximum functionality. The car’s low hood line and shape couples outstanding aerodynamics with maximum crash protection. This functionality also created a challenge for the Focus engineers.

For example, the A-pillar was difficult to construct and the subject of many conflicting requirements. The "fast" windshield angle and high roofline mean it’s long, yet it must still pass crash tests and Ford’s aggressive targets for rigidity. To achieve these goals, high-strength steel was used and its external shape has been tuned to reduce noise and effectively manage water across the side glass.

Communicating the car’s practicality and versatility was important - but insufficient. Ford Focus also had to satisfy both the head and the heart by being more than just a sensible means of transport.

Beneath Ford Focus’ crisp edges, taut lines and sharp intersections lies a highly-functional, smooth and aerodynamically sculptured shape. Below the gracefully arcing daylight area (DLA), tall doors allow easy access for families. Between the bold, high-mounted tail lamps and behind the low-drag "Kamm tail," the rear hatch offers excellent access to a highly practical load compartment devoid of intrusions.


For 2007, Focus features a new option of sport seats with leather seating surfaces and contrasting leather inserts. Available on the ST sedan as well as all SE and SES models except wagon, this seat treatment is also offered in the new Interior Upgrade Package. This package includes a two-tone, leather-wrapped steering wheel with Charcoal upper and Flint lower to match the seating surfaces, a unique satin finish on the center stack surround and instrument-panel cluster gauge surround, and black sill plates with exposed “Focus” in body color.

The Focus interior is clean and modern-looking, highly functional and built of high-quality materials. The instrument panel is symmetrical; the driver and front-passenger areas are divided by two rectangular climate control registers, the hazard switch and a shallow center stack for the audio and climate control systems.

Storage areas include a drawer for six compact discs, located by the driver’s left knee, and an open space just below the climate control dials.

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A standard floor console houses the shifter, two cup holders, the parking brake lever and optional features, including the traction control system. An overhead console with sunglasses holder and space for a garage door opener is optional. Front doors include molded-in beverage holders.

A CD and MP3 capable player is standard across the Focus lineup.

One of the key objectives set for the new Focus was a superior package with intelligent use of space. The car’s design started on the inside - around a new generation of customers, who are taller than ever before - to provide more cabin space, interior comfort and roominess. Focus’ high roofline, raised seating positions, tall, wide doors, and long wheelbase work together to provide more overall interior passenger room than any major competitor.*

A secondary spin-off of Ford Focus’ interior package is the creation of a high "command post" driving position, which provides safety benefits
Ford Focus also was developed with the help of a full-time ergonomics expert. As a result, due to a raised H-point (hip point center, seating positions are more upright, which results in more than 43 inches of front leg room and more than 37 inches in the rear leg room — more than three inches additional front leg room and almost one-half inch more rear leg room than the competition.

 The raised H-point and widely spaced seat runners also add greater foot-space for the comfort of rear seat occupants.This takes advantage of the vehicle’s higher roofline to liberate rear leg room, create a "command post" driving position - which customers welcome as a perceived safety benefit - and also ease ingress and egress for families, the young and the old.

Today’s consumers, particularly small car customers, demand more interior space with greater levels of practicality. For many buyers, Ford Focus will be a family car, and ease of access - for loading young children and luggage - is important. To address this, Ford Focus has a longer wheelbase - at 103 inches. The wheels are pushed to each corner, the roofline raised and the hip pivot point is higher - an important factor for the comfort of older drivers. These actions liberate significant head and legroom, and create a class-leading interior package.

Critical interior package dimensions:

  •  H-point to roofline (headline) - 39.3 inches
  •  H-point to pedal (legroom) - 43.1 inches
  •  H-point front to H-point rear - 31.6 inches

Maximizing shoulder room - at 53.7 inches - was another key objective - one which greatly influenced the shape of the 3-door models and its distinctive Kamm tail design. The demand for greater width for the rear compartment called for a longer, tapering overhang to achieve aerodynamic targets. Not possible within the confines of a typical C-class footprint, the solution was to adopt the low-drag Kamm tail, with the carefully resolved trailing edge delivering aerodynamic benefits that make up for the car’s enhanced width beyond the C-pillars.

Advanced ergonomics and attention to detail

During the development of the Focus, considerable attention was paid to ergonomics - the science of comfort, convenience and ease of use. More than 10 separate and specific studies were conducted to collect ergonomics data that then was used by the Focus engineers to assess the easiest and most user-friendly systems for virtually all the vehicle controls.

The result is a cockpit designed to allow drivers of all shapes and sizes to find a comfortable seating position from which all controls fall perfectly to hand.

For example, revised seating positions - which are more upright, thanks to the raised H-point - make use of the extra cabin height, boosting legroom in the front and rear. A next step was to utilize the extra space intelligently, with an aim to provide greater comfort for a greater range of passengers.

Focus IP

Ford Focus design engineers were able to consider the needs of drivers of all shapes and sizes by relying on RAMSIS, advanced 3-D software. Occupant height was just one factor in the calculation. Variations in height, torso, neck and limb measurements were all considered, and a comfort rating for each major joint was established. The information was used to plot ideal seat and steering column adjustment requirements, together with instrument groupings according to priority.

The raised H-point (and widely spaced seat runners) enabled designers to also provide Focus with greater foot-space beneath the front seats for rear occupants. This gives rear seat occupants sufficient space to adjust their posture, providing a significant boost to comfort, especially for adult and teenage passengers during extended trips. But this is only part of the story: extensive video studies and generic customer research identified that the greatest discomfort in small cars stemmed from the lack of space between the B-pillar and seat cushion. For Ford Focus, the combination of widely spaced seat runners and the waisting of the outer corners of the rear seat squab provide that vital extra space needed to reduce ankle articulation and ease entry.

The Ford Focus engineers also developed a sympathetically molded door trim panel to provide greater elbow room. In the event of a side impact, the trim panels also are designed to distribute crash energy forces evenly across an occupant’s body and limbs.

Prioritizing reach zones involved placing the air conditioning and heater controls below the more frequently used audio controls - but still high enough for ease of operation. The temperature panel features a thermostat control that can easily be identified by feel alone, so that adjustments can be made without the driver looking away from the road ahead. The Focus cupholders also do not obscure any controls when in use.

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Focus switches also have been fine-tuned to sound similar, to require similar effort and to be smooth and positive in operation. Rotary switches are rubberized and push/pull buttons use silicon pads for a pleasing, tactile operation.

Unexpected convenience features - such as a manual-height seat adjust and optional tilt and telescopic steering wheel - also abound in the Ford Focus.

The manual-height adjust enables drivers to raise or lower their seat positions easily to fit nearly any size build. The available tilt and telescopic steering wheel, a feature typically found on more expensive cars, enables drivers to position themselves at just the right distance from the steering wheel. Drivers can tilt the steering wheel up or down, pull it forward or push it backwards to fit their stature.

Another convenience feature is available on the 3-door. The 3-door’s tailgate release is situated high on the instrument panel and close to the door, enabling operation from inside or outside the car without bending. The tailgate also can be opened remotely - with or without the key in the ignition and when the engine is running. A safety cut-out ensures that the tailgate cannot be opened by accident when the vehicle is moving.


  •  Class-leading ride comfort provided by new multi-link rear and highly refined front suspension systems
  •  Overall noise and vibration comfort improved through ultrastiff body structure, extended sound insulation package, powertrain refinement and enhanced suspension concepts
  •  Wind noise significantly reduced by precise door closures and highly efficient sealing sytem as well as extensive aerodynamic fine-tuning in the aeroacoustic windtunnel
  •  Powertrain noise levels reduced by as much as 50 percent, vibration levels reduced by 60 percent through powertrain stiffening, torque roll axis engine mount system, cable gear shift and hydraulic clutch assemblies
  •  Pleasing engine sound achieved through the use of Helmholtz resonators in the intake system
  •  Road noise and impact harshness significantly reduced by new McPherson front suspension and enhanced multilink, fully independent rear suspension
  •  Extensive comfort and convenience items, such as advanced climate control system, dust and pollen filter, one-shot windows, "tuned seats" and smart alternator and battery charging system.

Ford Focus has been designed to set new standards for comfort, which is an attribute defined subjectively by the customer. Having transformed subjective customer expectations into engineering measurables, the Focus development team concentrated on the vehicle’s platform to provide many of the answers. For ride comfort and low NVH, they concentrated on a rigid body structure, together with refined suspension and drivetrain systems. For operational comfort, the emphasis was on space, ergonomics and convenience features.

Acoustic comfort

Ford Focus’ development team concentrated on far more than simply reducing levels of noise, vibration and harshness (NVH) within the vehicle. They also worked relentlessly to ensure the quality of sound emitted is pleasing to the ear.

Even before the first body shells had been manufactured, computer models were used to analyze the primary noise paths and develop an optimized structure. Attention to design detail was followed by fine-tuning of prototype assemblies on special test rigs, where noise generators reproduced powertrain and suspension inputs, using digital recording techniques to record interior sound levels.

The design specifications set very high targets for the body structure rigidity and weight. This was achieved by detailed design optimization of every body joint, use of laser welded blanks and special reinforcement profiles for powertrain and chassis attachment points.

Ford Focus’ wind noise has been reduced by micrometer-precision in door and window fit, rigid door exteriors and complete insulation systems around the doors and in the area of the front wall. Triple door seals with a special lip profile also ensure extremely efficient sealing from exterior wind noise.

The aerodynamic design of details, such as door mirrors, windshield wipers and the radio aerial, also has been tuned to reduce the total noise level. Aerodynamicists spent more than 2,600 hours in the wind tunnel fine-tuning details to reduce turbulence.

Suppression of engine noise and vibration also was identified as a major target in reducing levels inside the vehicle cabin. Starting with extremely rigid powertrains - both engines incorporate an alloy beam or ladder frame that improves basic stiffness by up to 30 percent - acoustics engineers used advanced computer systems to simulate engine noise so the body structure could be tuned to reduce resonant peaks and move natural vibration frequencies outside the operating range. Deep swaging of Ford Focus’ body panels, especially the floorpan, help to maintain stiffness while permitting down-gauging for weight reduction. Where this was not possible — around the bulkhead for example — dual-function deadening pads were developed with a viscous layer to dampen sound and a mass layer to absorb it.

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Torque roll axis engine mounts also are used to reduce powertrain noise, improve idle quality and reduce powertrain shake on rough roads. Such a mounting system separates the powertrain mass from its torque reactions by using two rubber-to-metal bonded mounts located at either end of the assembly, in line with the axis of rotational inertia, plus a dedicated torque reaction link. The front mount incorporates a hydraulic chamber so the modulus of the rubber can be optimized to reduce NVH transmission at high engine revs, without reducing idling smoothness.

Two direct acoustic paths from the drivetrain to the interior have been eliminated with the adoption of a hydraulic clutch mechanism and cable-operated gearshift. A unique flexible exhaust joint situated behind the engine manifold limits the transmission of drivetrain vibrations along the length of the exhaust system. It also has specially tuned exhaust hangers positioned at the natural vibrational nodes to provide further isolation.

The quality of the sound levels entering the passenger compartment was the subject of a special development program. Intake noise was reduced and tuned for a pleasing quality of sound by acoustic attention to every part of the induction system. With the goal of generating an acoustical harmony that also conveys power, the intake noises were recorded and digitally analyzed so that the system could be tuned to generate a fitting and pleasant sound profile. The acoustics engineers used ’Helmholtz’ resonators — "dead-end" cavities attached to the air inlet trunking — to filter or select individual frequencies so that an appropriately purposeful, yet subdued sound could be composed — similar to adding harmonies to a musical note to create a chord.

The design of Ford Focus’ suspension bushes and attachments also was extensively developed to isolate the interior from road-generated NVH. Engineers worked closely with tire suppliers to develop low-noise tread patterns that were fine-tuned in conjunction with the critical suspension elements. Starting from extremely rigid front and rear subframes, the bush profiles were optimized to reduce harshness and still maintain precise wheel control.

Large-diameter horizontal bushes for the lower arms have different axial and radial stiffness. Dual-path top mounts for the MacPherson struts de-couple impact loads from damping forces so each input can be optimized to improve isolation.

The design of Ford Focus’ multi-link rear suspension also separates the springs from the dampers, and a new design of damper valving is more progressive throughout the operating range. It incorporates internal bump stops that limit suspension travel in extreme conditions without harshness or a sudden jolt.

The total effect of all these developments worked to reduce Ford Focus’ overall interior noise level by 4 decibels, or db(A). Specific sources, such as road noise, wind noise and engine noise, were reduced by as much as 5 dB(A). A 3 dB(A) reduction on the noise scale is generally equated with a 50 percent reduction in perceived noise.

For Ford Focus, considerable attention has been placed on ergonomics - the science of comfort, convenience and ease of use. Many separate and specific studies were made to collect ergonomics data, which was then applied during the car’s development.

Attention to ergonomics detail was paramount - from the grouping of instruments and switches into different priority touch zones to the tactile response of levers and switches. The texture of knob surfaces and the click made by push-button switches also were developed using a haptic interface approach, which deals with the relationship between sense and touch.

Low-effort temperature and air distribution switches are integrated with the controls for the air conditioning system. The center of the three rotary knobs, which operate the four-speed booster fan, is larger than the other two, so it can be identified by feel alone.

The main lighting switch has an easily gripped rotary knob, which pulls out in two stages to operate the fog lamps. The fog lamps automatically self-cancel when the main lights are extinguished.

The triangular hazard-warning switch is positioned in the center of the facia where it can be reached by passenger or driver.

The audio systems available with Ford Focus are oriented to the user. The audio unit is located prominently in the upper area of the instrument panel, where it is easy to reach, and has large switches and a large visual display. Additional remote audio controls are located on the left side of the steering column so the driver can adjust frequency or volume level without losing sight of traffic.

A well-positioned trunk release button is located on the top left of the instrument panel. This eliminates fumbling between the seat and the door, and allows reaching the button from outside the car.

Quality and durability

For Ford Focus, special craftsmanship teams were established to develop new ways to address all aspects of fit, finish and function, using assessment criteria that break the vehicle down into a number of primary categories and then subdivide each category into its component parts. These were then compared against the best competitive models - not just in its class but also the class above - to derive a set of quantitative benchmarks. Detailed attention to the manufacturing processes for all systems and components, and continuous control of fit and finish tolerances, have resulted in extremely high standards for all aspects of vehicle quality.

A highly systematic procedure known as Systems Engineering was applied throughout Ford Focus’ development, combined with Quality Functional Deployment (QFD).

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QFD involves converting the expectations and demands of the customers into reproducible objective values, which are then translated into the vehicle specification. For example, by monitoring customers driving a range of products, it was observed that beyond a roll angle of 2 degrees and a lateral acceleration of 13.2 feet per second squared, passengers began to feel discomfort. These data were used to help define design criteria and targets for the chassis engineers. Similar data were collected and used in the development and fine-tuning of steering, ride comfort, brake performance and feel as well as engine response and gearshift operation.

Strict criteria of reliability and longevity are a foundation of the kind of quality-oriented development expected at Ford. On proving grounds and testing stands, each Ford Focus prototype was subjected to an endurance program equivalent to a real driving performance of 100,000 miles under extreme conditions.

 Safety and Security

Focus occupant-sensing technology will turn the front-passenger seat air bag on or off depending on the size of the seat occupant. Ford continues to recommend that children under 12 ride in the back seat secured by a safety belt or in a child safety seat. Anti-lock brakes are optional on the S, SE and SES, and standard on the ST.

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Seat-mounted, side-impact air bags are optional on all series.

  •  One of the most complete safety and security packages available in its class*
  •  Ultra-rigid safety cell and crumple zones provide optimum passenger protection
  •  Tested in 100 different "real world" crash tests
  •  Driver, passenger front air bags and new available head-and-chest side air bags (one of the few cars in its class* to offer them) provide all-around occupant protection
  •  Advanced safety belt system, including pre-tensioners and load-limiting retractors
  •  Child protection enhanced by UCSSD child safety seat attachments - one of the first small cars to offer them
  •  SecuriLockTM theft-deterrent system greatly reduces the risk of theft and is a standard feature

Active Safety: Intrinsic stability

Agility, stability, precision and comfort. These core attributes are central to Ford’s chassis development engineers. Yet they provided the same development brief for the car’s safety engineers, as they form the core of Ford’s Dynamic Safety Engineering (DSE) philosophy. DSE stresses a "whole car" approach to safety, with a primary focus on vehicle attributes that help the driver avoid an accident, particularly in extreme conditions.

The precise feel of the steering and brakes inspire confidence, while the car’s ability to change direction, hold the road and keep to the chosen line through bends provides agility, stability and a secure feeling of being in control. These qualities have been engineered into Ford Focus using extensive computer modeling, laboratory testing and thousands of hours driving on test tracks. They have been optimized and fine-tuned to ensure that every new Ford Focus behaves the same way - consistently and predictably in all situations.

Particular attention has been placed on trying to ensure that Ford Focus remains highly controllable and stable when approaching its dynamic limits. The result is a car with new levels of high-speed emergency driving dynamics, including an accident avoidance capability that sets new standards in the class.

Passive safety: Engineered beyond mandatory requirements

Ford’s exceptional computing power provided Ford Focus’ safety engineers with a powerful tool to help understand the forces involved in a crash. More than 100 complex and highly realistic simulations were performed to provide accurate predictions of how the car would perform in a real-world incident. This gave engineers the ability to design, test, re-design, refine and re-test the car’s body structure and restraint systems in scores of different crash modes before even the first prototype car was assembled.

As a result, Ford Focus meets more than 100 different real-world crash tests, modes and events - far beyond existing or currently proposed legislation - including all mandatory U.S. and European crash tests. Ford Focus also meets Ford’s far more rigid internal standards. For example, the car’s rigid barrier test was conducted at 35 mph, rather than the required 30 mph, representing an increase of 30 percent in absorbed crash energy.

Ultra-stiff body structure protects passenger cell
Ford Focus’ ultra-stiff body structure has been engineered to achieve maximum crash energy absorption through controlled collapse, minimizing impact forces to the passenger compartment. Front and rear bumper sections are designed to resist low-speed impacts with minimal damage - for ease and low cost of repair - while the structure behind the bumpers is designed to disperse energy as widely as possible and control structural collapse.

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At the front, beyond the bumper support beam, the car’s cross member is made from ultra-high-strength steel so it is robust and stable and will not tear upon impact. Resistance to tearing helps spread crash energy into the car’s lower side rails, which is particularly effective in offset impacts. Additional to the progressive collapse of the lower side rails which absorbs most of the energy ahead of the passenger safety cell, a secondary load path channels the remaining energy over the roof and around the door to ensure safe evacuation of passengers.

At the rear, the objective is to minimize intrusion of the passenger compartment in a rear impact, while also ensuring that the doors remain operable and the integrity of the fuel system is maintained. This is achieved via the progressive collapse of the rear side rails, supported by the wheel housings. Stamped and laser-welded, the side rails are made up of three different metal gauges - changing in thickness from 1.6 mm to 2.6 mm (in the area of the fuel tank) and 2.4 mm - to provide progressive controlled collapse, while maintaining fuel system integrity. The compound structure avoids over-gauging near the rear bumper and eliminates the need to add reinforcement further back. Vehicle weight is thus reduced by more than two pounds per side and the number of parts and welding operations are reduced, improving assembly tolerances and providing robust control of the collapse performance.

For side-impact protection, Ford Focus exceeds even the most stringent legal proposals. The entire side structure, which includes door beams and anti-burst door latches, is designed to absorb energy and reduce intrusion, especially above the door bars. To achieve this, the B-pillar is made from a laser-welded, high-strength steel blank, with a gauge thickness that reduces from 2.25 mm at the top to 1.1 mm at its base. Additional inner reinforcement, designed to increase rigidity, makes it highly resistant to "kinking," so it can more effectively channel crash energy into both the rocker and roof rail, and support the side air bag during deployment.

Integrated restraint systems
All elements of Ford Focus’ restraint system work in harmony with each other so that the whole structure is integrated and fine-tuned to provide maximum protection. This starts with the locking of the inertia safety belt reels, which occurs approximately 6 milliseconds after full frontal impact - all timings depend upon the nature of the impact.

Approximately 4 milliseconds later - before the head and chest begin to move forward - the air bag sensors trigger the front air bags and the small pyrotechnic charges in the pre-tensioners, which minimize any slack in the safety belt and negate the effects of bulky or layered clothing. The front air bags take approximately 35 milliseconds to fully inflate, which is completed just before the occupant meets the bag, approximately 50 milliseconds after impact.

To reduce chest loading and minimize injury, Ford Focus is equipped with load-limiting devices within the inertia reel assemblies. These pay-out belt webbing after a pre-determined load is exceeded. This process is progressive and occurs between 45 and 70 milliseconds after impact, ensuring that the cross belt pressure against the occupant’s chest remains fairly constant. By avoiding peak loads, the potential for chest injury in very severe impacts is reduced.

The load-limiting device consists of a torsion bar within the traditional inertia reel, and the typical pay-out is six inches. The system is calibrated to help ensure that front seat occupants do not meet the air bag until the optimum point, which is just as it is beginning to deflate. The progressive pay-out also ensures that the upper torso is less likely to twist, an action that can compromise the efficiency of the front air bag.

Side air bags and head-impact protection

Ford Focus’ optional head-and-chest combination side air bags provide enhanced head and chest protection in certain side impacts. In addition to acting as a barrier between the occupant and the side of the vehicle, the tall, 4-gallon side air bag - stored in the front seat back’s outer side bolster - is designed to cushion the head, minimizing lateral head injuries. This extra protection is Best-In-Class* because competitors’ side airbags do not protect both the head and chest in a side impact.

Ford Focus also is the first vehicle to benefit from extensive research and tests conducted at Ford’s new head-impact protection facility. Believed to be one of the most advanced facilities of its kind, it allows testing of dummy headforms impacting the car’s interior trim. Such data aid in the development of sympathetic, occupant-friendly trim panels that minimize the potential for head injuries. In Ford Focus, the B-pillar was subjected to an extensive special study resulting in a new design of energy-absorbing trim panel.

Door trim panels are similarly sympathetic. In the event of a side impact, the trim panel works in conjunction with foam "pushers" located between the door skin and the interior trim. As the outer door skin begins to deform during a side impact, the foam first absorbs crash energy before it. Together with the trim panel, the foam then spreads the impact across the occupant’s body from thigh to pelvis, minimizing localized impact and thus reducing potential injury.

Similar detailing includes foam padding in the foot box, to reduce foot and lower-leg injury during a severe frontal impact.

Rear-seat and child protection
The safety of Ford Focus’ rear seat occupants and children has been equally addressed. A three-point inertia reel safety belt for the center rear seat is standard, as are reinforcements to allow fitting of UCSSD child safety seat fixings for the outer seats and child seat tether attachments.

Rear seat-backs, hinges and catches are reinforced to resist movement of unsecured luggage. Front seat backs, head restraints and side trim panels are designed with rear-seat occupants in mind and are, thus, free from any protrusions.

Latest SecuriLock safeguard against theft
Ford Focus comes equipped with the latest version of Ford’s acclaimed SecuriLock passive anti-theft system. SecuriLock is a high-security engine immobilizer operated via a miniature transponder within the keyhead. It transmits a unique coded signal - with several trillion possible codes - to a transceiver situated around the steering lock. Once the key is identified as correct, the engine is mobilized. Without it, the engine will not start and is effectively dead.

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SecuriLock offers several advantages to the customer. The system arms itself, eliminating human error through forgetfulness. The interception of the key code by a thief is virtually impossible because the transponder only has the power to pass the code by radio to the transceiver when it is within the electrical field of the transceiver. SecuriLock also incorporates a special erasing procedure and smart "learning" mode to maintain security after resale and eliminate the requirement for a master key.

The Focus security features also extend to the radio which incorporates a removable security bezel to provide increased protection against radio theft. The four central station-select buttons can be unlocked as a strip and easily slipped into a pocket or handbag. This exposes a reflective, highly visible panel behind and a flashing LED telltale light

Low running costs
Good fuel economy is matched by low maintenance requirements and less expensive repairs. To achieve these benefits, service specialists have been involved as members of the development team from first concept to final production. Many components have been designed not just to function efficiently and durably, but also for easy service access. In making these achievements - often resulting in double-digit time savings in percentage terms - the engineers analyzed the frequencies of the most common servicing operations so they could create the most efficient and cost-effective maintenance schedules and repair procedures. In most cases double-digit percentage labor economies have been achieved.

Ford Focus features high component durability. Under normal driving conditions with regular fluid and filter changes, components such as spark plugs will have a life expectancy of 100,000 miles and fuel filters should be good for the life of the vehicle.

A fully galvanised body and 24-stage paint and body protection provide advanced corrosion and paint protection, in addition to a 5-year corrosion perforation warranty coverage.

Focus engineers worked closely with insurance industry representatives from the U.S., U.K. and Germany during the entire development process of the Focus to ensure that damage resistance is maximized and collision repair costs are minimized. Among the features contributing to the Focus performance are bolt-on upper and lower radiator support panels, large crush spaces between the bumper beam radiator core and engine, large bumper shelves to protect adjacent sheet metal and lighting, and packaging of expensive engine components away from likely impact points.

 Powertrain and Chassis

Three engine choices begin with the 136-horsepower, 2.0-liter, Duratec 20 dual-overhead-cam (DOHC), inline four-cylinder (I-4). Powering the sporty Focus ST is the 151-horsepower, 2.3-liter Duratec 23 DOHC I-4. This engine is derived from the Duratec 20 family, with larger displacement and performance-tuned exhaust.

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In California, New York, Massachusetts, Vermont and Maine, a super-clean, 130-horsepower Duratec 20E qualifies Focus as a Partial Zero Emissions Vehicle. The 20E version of Focus is cleaner than some hybrid gas-electric vehicles.

The Duratec 20 and 20E are available with a five-speed manual transmission or a four-speed automatic. Focus ST offers a five-speed manual exclusively.

  •  All new, highly rigid yet lightweight platform architecture (826 kNm/rad; 2,551 pounds for the 3-door - stiff body structure and one of the lightest in class*) provides the best possible base for enhanced ride, handling, steering and active and passive safety
  •  Ultra-stiff mounting points for suspension components and powertrain boost handling precision - as well as refinement and NVH
  •  Suspension, steering and brakes designed, optimized and fine-tuned for enhanced agility, stability, precision and comfort
  •  New fully independent rear suspension brings a new level of ride, handling and stability to the class
  •  Refined, low-friction front suspension system incorporates zero offset geometry and 100 percent compensated MacPherson struts
  •  Highly accurate, reassuring and linear steering resulting from low-friction, low-compliance and high-stiffness set-up
  •  Reduced stopping distances from powerful, progressive braking system, advanced anti-lock braking system (ABS) with integrated electronic brake-force distribution (EBD)

Improved structural integrity, reduced weight and superior NVH characteristics

Developed from a clean sheet, Ford Focus-’ all-new body and platform architecture draw on the latest design, engineering and manufacturing techniques to combine stiffness and light weight with outstanding crash performance and improved running refinement from reduced noise, vibration and harshness (NVH) levels.

Honed using highly sophisticated, multi-functional software to define the optimal balance between structural performance and weight, Ford Focus’ lightest model, the 3-door, weighs just 2,551 pounds.

Achieved through intelligent engineering and ingenuity - rather than the use of exotic materials - Ford Focus’ body features variable-thickness steel, achieved by laser-welded blank technology used to join steel panels of different gauges. The rear side rails, for example, are traditionally made from four separate parts. For Ford Focus, these parts have been replaced by a single laser-welded blank, in which the gauge reduces progressively in three stages from front to rear. The result is a structure that is stiffer - with more rigid mounting points for the suspension - has improved crash performance and saves more than 2 pounds per rail in weight.

Similarly, the gauge of steel in the B-pillar is 2.25 mm thick at the top but tapers to just 1.1 mm at the base, providing a stiff upper section for controlled performance in the event of a side-impact crash. As well as offering weight savings, laser-welded blank technology enables the fine-tuning of deformation characteristics, providing strength where it is required and allowing down-gauging where it is not.

2007 Ford Focus
- image 120083

From a vehicle dynamics standpoint, the Focus’ highly rigid platform (boosted further by ultra-stiff cross-members front and rear) has enabled engineers to fine-tune the front and rear suspension systems to deliver new levels of precision and comfort. The goal was to give Ford Focus a level of comfort, refinement and active safety normally associated with larger cars, while providing handling and stability of a more sporty and reassuring nature.

Refined, low-friction suspension and steering systems
Ford Focus’ chassis systems have been evolved from a consistent technical philosophy. With each new car, Ford has pushed the dynamic envelope and made continual improvements to the cars’ vehicle systems, as well as adding to the knowledge and understanding of its engineers. Building on these same principles, the Ford Focus is designed to make a significant jump further.

Focus relies on MacPherson struts and new, broad A-arms located by horizontal bushes. The lower A-arm incorporates zero-offset geometry, which combines stiff lateral control - through the forward A-arm bush, located directly in line with the kingpin - and longitudinal compliance via a larger rear A-arm bush. The system allows new levels of fine tuning to provide the optimum balance between handling and ride comfort, with greatly reduced impact harshness being achieved alongside linear steering characteristics and handling precision.

Large-diameter, offset coil springs provide enough space for their operating axis to be directly in line with Focus’ suspension load inputs, compensating for the angle of the struts. This eliminates bending forces acting on the strut, reducing friction within the damper and helping to provide outstanding ride quality - especially during initial movements. As a result, ride comfort is enhanced over a greater range of road surfaces, whether the car has a full complement of passengers or only the driver.

Ride quality also is enhanced by dual-path top mounts, which separate the load paths for the springs from the dampers. The dampers work against a relatively compliant bush to reduce NVH for small amplitudes, while progression within the top mount ensures effective body control. The dampers also use new low-friction seals and finely calibrated valves to ensure the dampers respond quickly and smoothly to initial inputs.

Being "fun-to-drive" was a prerequisite for the Ford Focus. Key in achieving this are controls that are responsive to driver inputs - controls that operate smoothly and progressively, and in the manner expected. Focus’ suspension and steering systems have been extensively fine-tuned to deliver these attributes. While every component contributes to the total effect, calibration of Ford Focus’ springs, dampers and stabilizer bar rates is central to achieving a sense of precision and stability as well as vehicle solidity and structural integrity. To be effective, these elements should operate from the most rigid structure possible to prevent body deflections interfering with geometric control. Rates are calibrated to maintain a slow change in roll angle to maximize stability and minimize pitch, dive and cross-wind-induced sensitivity.

Steering system: ’linear’ characteristics for reassuring feel

Standard power steering and a relatively "quick rack" - just three turns lock-to-lock with a compact turning circle of 35.76 feet - combine to provide accurate and responsive steering. Ease of effort at low speeds is matched by a positive feel and precise feedback when cornering, and great care has been taken to ensure that steering effort remains proportional to response. The objective was to put the driver at ease from first acquaintance with the car with steering that always responds in the way that he or she expects, making corrections or secondary steering inputs unnecessary.

Low friction and low compliance are key to achieving this desired state. Detail fine tuning and careful selection of new materials enabled engineers to reduce the friction within the steering system by 20 percent. The reduction overcomes "stickiness" or resistance to steering inputs which the driver feels as an unnatural steering load and helps generate a feeling of steering fluidity and agility in the car. All steering components such as the seals, bearings, tie-rod joints and strut top mounts are optimized for low friction. In addition, a new composite yoke within the steering rack minimizes free-play while maintaining precision and directness without generating additional friction.

2007 Ford Focus
- image 120100

Minimal compliance also has been achieved through fine tuning components to minimize any delay between the driver turning the wheel and the car changing direction. A stiffer steering column helps, as do new levels of geometric precision intrinsic to Ford Focus’ steering and suspension systems. The challenge facing engineers was to deliver precision and clarity of feedback through the wheel rim, without compromising isolation from bumps and ride quality over poor road surfaces. The result is a system that is designed to respond immediately to input, feel progressively smooth in operation and still send clear signals to the driver’s hands.

Fully independent multi-link rear suspension
The quest for class-leading ride comfort and refinement without compromising driving dynamics led to the adoption of a fully independent multi-link rear suspension (IRS) system. The Focus IRS makes extensive use of stampings for key components, which reduces cost, unsprung weight (savings of 7.7 pounds per wheel) and assembly time, while offering even greater geometric precision.

The multi-link IRS system has ride comfort, steering precision, handling, braking and stability advantages, as well as NVH and package gains over previous twist-beam axle systems.

Key advantages of the IRS system include:

  •  Each wheel is able to react independently to bumps in the road, moving both upwards and rearwards to absorb bumps and reduce impact harshness to provide a plush ride quality.
  •  Greater longitudinal compliance is achieved without compromising lateral stiffness, which boosts steering precision, feel, handling and driver confidence.
  •  Intrinsic stability - provided by passive rear-wheel steer - works in a variety of conditions for high levels of controllability in extreme conditions. All customers benefit from the high levels of active safety that this effect provides. Ford Focus is particularly stable during high-speed lane-change maneuvers.
  •  The wider distribution and de-coupling of five separate load paths helps to reduce transmission of noise, vibration and harshness levels to the passenger compartment.
  •  Detail fine-tuning of bushes within the IRS system has enabled the lateral stiffness at the rear to be matched to that of the front, resulting in similar reaction times. This harmony improves stability but also is key to providing a feeling of solidity and product integrity which results in increased driver confidence.
  •  Stability - particularly in extreme cornering situations - also is improved because the IRS system incorporates a slight passive toe-steer effect in the basic geometry. This provides safer handling when braking or lifting off the throttle mid-corner in a tightening bend with camber or bumps.

The Ford Focus is tuned dynamically to provide high levels of road holding, with progressive and easily controlled upper limits. Specific attention to the rate of yaw response improves agility and stability provided during high-speed lane change maneuvers. Extensive development and fine tuning of Focus’ front and rear suspension systems have resulted in new levels of active safety, controllability and predictability, which are designed to help the driver either avoid or recover from extreme or emergency situations. By providing such high handling levels, Ford Focus’ dynamic behavior always leaves a much greater margin in normal driving conditions.

Brakes: low effort, progressive response

Driver reassurance and improved stability, as well as reduced stopping distance, were key objectives for Ford Focus’ braking system.

New friction materials - formulated to generate high levels of friction more rapidly - help reduce stopping distances, while maintaining a progressive and uniform reaction to pedal effort. This allows all levels of driver skill to achieve optimum retardation sooner, as well as enhancing driver confidence in all conditions.

Large, ventilated front discs and relatively large pads help to reduce operating temperatures for improved consistency of braking effort during heavy use. Fade and extended brake pedal travel experienced during prolonged descents in mountainous areas, for example, are greatly reduced while a consistent pedal feel is maintained.

A reassuring pedal feel is further enhanced by a new 10-inch brake booster. Working directly on the pedal - eliminating the need for a cross shaft and its associated compliance - the new booster improves feel and feedback to the driver while also reducing travel and effort.

All Ford Focus models are equipped with single piston push/pull-type callipers, acting on 258-by-22 mm diameter discs at the front. At the rear, Ford Focus is equipped with 203 mm by 30 mm ventilated disks.

2007 Ford Focus
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Stability is enhanced by maintaining optimum braking performance to the rear wheels in all conditions, whether the vehicle is heavily laden or carrying only the driver. On non-ABS-equipped vehicles, this is provided by a pressure cut-off proportioning valve.

When ABS is specified, brake proportioning is achieved using the electronic brake-force distribution (EBD) system. It uses the ABS sensors to monitor the speed of front and rear wheels and adjusts the pressure distribution to help the rear wheels retain traction. EBD is self-compensating for all load conditions and imperceptible to most drivers. It is designed to reduce stopping distances and improves vehicle stability in conditions that fall short of triggering the ABS.

Anti-lock Braking System

Ford Focus’ optional ABS is the latest four-channel system, which is capable of applying and releasing the brakes up to 12 times per second to maintain optimum braking effect without loss of steering.


  •  Powertrain line-up featuring two lightweight, high-efficiency engines
  •  As much as a 50 percent reduction in engine noise
  •  The split-port induction 2.0-liter SOHC I-4 uses a siamesed bore cast iron cylinder block to increase displacement and improve NVH, with a split-port cast aluminum cylinder head
  •  Improved 2.0-liter Zetec engine, with new ladder frame and lightweight pistons to reduce secondary shaking forces for improved smoothness and refinement
  •  Both engines engineered for low friction, low noise and to meet latest emission standards
  •  * New, sophisticated, lightweight four-speed automatic transmission with overdrive
  •  * Hydraulic clutch and cable-operated gearshift for lighter efforts and improved precision, together with enhanced durability and NVH characteristics

Common to both engines during design and development has been the incorporation of advanced combustion and catalytic converter technology, together with the pursuit of lightweight and low internal friction. The goal was to achieve good fuel economy as well as Low Emission Vehicle status without compromising on responsiveness and driveability. Low-speed torque, flexibility and smoothness were key requirements.

2007 Ford Focus
- image 120093

As a result, both drivetrains feature relatively flat torque curves, advanced engine management systems and gearing calibrated to optimise engine response and economy.

The Focus powertrains feature a new torque roll axis (TRA) mounting system, which helps reduce powertrain shake on rough roads, results in a smoother idle quality and greatly reduces the degree of noise and vibration transmitted from the drivetrain into the bodyshell. Internally, the Zetec engines feature an alloy ladder frame between the base of the block and the crankcase, which boosts rigidity of the powertrain assembly by 30 percent.

New lightweight pistons and con rods reduce second-order shaking forces by 20 percent. Newly-designed cam covers and low-noise ancillary drive systems generate significant improvements in running refinement and reduce perceived engine noise by as much as 50 percent.

Manual transmission: hydraulically-operated clutch with reduced drivetrain influences
Ford Focus is equipped with an updated version of the Ford B5 five-speed manual transmission - the IB5. External ribs along the transmission and clutch housing increase drivetrain stiffness for reduced noise and vibration. Internally, first and second gears are equipped with double-cone synchronisers for smoother downshifts. Durability is enhanced by the incorporation of strengthened final drive bearings and a new synthetic oil lubricant, which also eases gear selection when cold. New sealed-for-life bearings and fluid seals protect from dirt particle ingress for extended transmission life.

The high-torque capacity of Ford’s MTX75 five-speed transaxle makes it the ideal match for the sporty 130 hp 2.0-liter Zetec. Low-friction, needle-roller bearings and low viscosity mineral oil are a further aid to low fuel consumption.

The adoption of a low-inertia hydraulic clutch, together with a cable-operated gearshift instead of the more usual direct-acting rod linkage, eliminates two direct acoustic paths from the powertrain to the cabin, providing significant reductions in NVH. Both controls offer exceptional precision for greater accuracy and ease of operation, together with greater durability and weight savings.

Lighter clutch pedal effort and reduced travel are key gains, making clutching operation smoother and more consistent. As well as isolating the gearshift lever from idling and vibrations and reactions to torque reversals, Ford Focus’ flexible cable-operated gearshift mechanism has been honed to ensure a short, slick but precise movement. As with the fine-tuning of the steering, suspension and brakes, the clutch and gearshift controls have been crafted to ensure operation is intuitive.

Four-speed automatic: overdrive and full electronic control

A new, highly sophisticated four-speed automatic transmission features an overdrive top and lock-up torque converter. It has been designed specifically for use in front-wheel drive applications and is both unusually light and compact.

It is controlled by an electronic synchronous shift control (ESSC) module linked to the EEC-V engine management system. A centrally-mounted quadrant selection lever has six positions (P,R,N,D,2,1), while overdrive can be switched by a separate, thumb-operated push-button at the side of the lever.

The ESSC works in conjunction with the EEC-V, using information read from 18 different engine and transmission sources to calculate the best possible shifting strategy for the driving and operating conditions. Fuel economy and performance are close to those of the equivalent manual transmission models, while the system’s shift quality and speed of response set a new standard for this class of vehicle.

In common with the Ford Focus’ manual transmissions, the automatic has been engineered for low NVH and is exceptionally quiet in operation, is sealed-for-life, and requires no service maintenance.

Major Features and Options

S includes: five-speed manual transmission; 15-inch steel wheels with nine-spoke-appearance wheel cover and all-season tires; rear-window wiper and washer on three-door, five-door and wagon; and AM/FM audio system with CD/MP3 player and speed-sensitive volume control.

SE adds: power windows, locks, keyless entry and mirrors; variable-speed wipers; air conditioning; front center armrest with storage; and six-spoke-appearance wheel cover.

SES adds: 16-inch, five-spoke (three-door, sedan and five-door) or 15-inch multispoke (wagon) alloy wheels; fog lamps; body-color decklid or liftgate handles; body-color side moldings; enhanced suspension with rear stabilizer bar; automatic speed control; overhead console; tilt and telescoping leather-wrapped steering wheel; and tachometer.

2007 Ford Focus
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ST adds: 2.3-liter Duratec 23 engine; four-wheel disc brakes with anti-lock brakes; unique 16-inch, five-spoke aluminum machined-alloy wheels; ST performance-tuned suspension; chrome-tipped exhaust; body-color door handles; ground-effects rear fascia; satin-alloy grille; power, heated exterior mirrors; gauges with silver appliqué; sport bucket seats and door trim with black-and-red fabric inserts or optional Preferred Suede™; and leather-wrapped steering wheel and shift knob with contrasting stitching.

Options include: seat-mounted, side-impact air bags; automatic transmission; power moonroof; traction control; perimeter alarm; leather seating surfaces; and six-disc AM/FM audio system with CD changer and audio controls on the steering column.

BUMPER, FRONT - Body color, 5 MPH impact absorbing 
DOOR HANDLES - Black, with integral lock barrels on front 
GLASS - Flush windshield and backlite with solar tint (semi-flush side) 
Rear fixed quarter glass (flush)         
LIGHTS - Aerodynamic halogen headlamps 
Front side marker (bumper) and front turn indicator in grille 
MIRRORS - Black, LHS/RHS manual remote  
Black, LHS/RHS power    
MOLDINGS - Color-keyed door frames and wide black beltline 
Black rocker panel and bumper attachments    
Lower bodyside PVC coating 
Underbody PVC coating 
15" 5-spoke aluminum 
14" steel wheels with bolt-on covers        
15" multi-spoke aluminum       
AIR BAGS - Driver’s side, Second Generation 
Front passenger side, Second Generation 
BELT RESTRAINT SYSTEM - Manual front shoulder belt system with pretensioners and adjustable D-ring 
Manual lap/shoulder outside rear safety belts 
Center rear 3-point belt 
ISOFIX child safety seat anchors in rear outboard seat locations 
CENTER CONSOLE - Full length with 2 front cupholders 
Pen storage 
Storage area/rear cupholder 
Driver armrest with storage    
Metallic appearance on shift knob (manual only)     
COURTESY LIGHTS - Front header courtesy light with theater dimming 
Front header courtesy light with theater dimming and map reading lights      
DOOR TRIM - Soft feel vinyl door trim, armrest, front integral map pocket /speaker grille and door pull handles 
Cloth covered door trim inserts with metallic appearance accent strip      
Vinyl covered door trim inserts on front/rear doors   
Cloth inserts with dark woodgrain appearance accent strip     
GLOVE BOX - Non-locking 
GRAB HANDLES - Front and rear grab handles 
INSTRUMENT PANEL - Soft feel instrument panel with climate and radio controls in center stack
Includes power point, storage tray, coin storage and trinket tray 
Metallic appearance on center stack bezel in lieu of black       
Dark woodgrain appearance on center stack bezel in lieu of black     
PACKAGE TRAY - Carpet covered, removable   
AM/FM stereo/cassette with digital clock and 4 speakers   
AM/FM stereo/single disc CD with digital clock and 4 speakers 
SEATS - Sport bucket seats with tip/return feature and unique fabric    
Low back cloth buckets (unique fabric for ZTS) 
Adjustable front head restraints 
Driver’s side lumbar support and map pockets       
60/40 split fold rear seat with "flip up" rear seat cushion 
STEERING WHEEL - 4-spoke, soft feel 
Leather-wrapped steering wheel 
Tilt/telescoping steering wheel        
VISOR MIRROR - Cloth covered driver and passenger side with flap closings 
WINDOWS, POWER - Power front and rear with one-touch-down driver’s window and larger door map pockets (front)   
AIR CONDITIONING - Manual temperature control CFC free     
ALL DOOR REMOTE ENTRY - Includes panic button and two key fobs     
BRAKES, POWER - Power assisted, front disc/rear drum 
ENGINE - 2.0L Split Port Induction     
SecuriLock Passive Anti-Theft System (special coded key) 
EXHAUST TAILPIPE - Single exhaust tip ?
FUEL TANK - 13.2 gallons
HORN - Single note 
STEERING - Power rack and pinion 
SUSPENSION - Independent front suspension MacPherson strut 
SLA independent rear suspension 
WINDSHIELD WIPERS - 2-speed with fixed intermittent feature      
Variable intermittent feature  
Rear window/wiper washer

Technical data

No. of cylinders/arrangement   in line 4 cylinders
Displacement cc 2300
Bore x stroke mm 3.44 x 3.70 / 87.4 x 94.0 mm
Rated output bhp/rpm 151 @ 5,750
Rated torque lb-ft/rpm 154 @ 4,250
Compression ratio   9,7:1
Horsepower per liter   66

Power transfer

Drive system   front-wheel drive

5-speed manual

1st gear
4th gear
5th gear


Wheelbase 102.9
Overall length 178.4
Overall width 66.7
Overall height 59.5
Tread width, front/rear 58.9 / 58.7


Front suspension Independent MacPherson strut with stabilizer bar
Rear suspension Control Blade independent multilink with stabilizer bar on SE, SES and all wagons
Wheels 15-inch steel


base curb weight 2,636(pounds)

Blas Nicusor
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