WinnipegFord5.com

DETROIT, Michigan - We've never heard the word "global" used so often at a vehicle's unveiling.
But this shouldn't have been a surprise, we guess, as this new-generation Focus is the first vehicle to embody everything Ford hopes to achieve with its new "One Ford" vehicle strategy -- build and sell the same vehicle (with appropriate regional customization) everywhere in the world.
Ford designated its European design and engineering centre in Cologne, Germany, as its "Centre of Excellence" for global small car development. As such it was responsible to create the new C-car platform, which will eventually underpin 10 different models and account for 2 million units of annual production by 2012. The C-car segment is the largest vehicle segment there is -- accounting for one of every four cars sold worldwide.

The first model off the new platform is actually not Focus, but the crossovers Ford C-MAX and Ford Grand C-MAX (unveiled at the 2009 Frankfurt Motor Show, and set for launch in Europe in the second half of 2010).

Production of Focus will begin simultaneously in Europe and North America in late 2010, with cars arriving by early 2011. Launches in Asia, Africa and South America will follow (122 countries in total). Initial production is set for the Saarlouis (Germany) and Wayne (Michigan) assembly plants. Also in line for C-vehicle production will be a yet-to-be-built plant in Chongquing (China), and current facilities in St.Petersburg (Russia) and Valencia (Spain).

But enough about its "globalness" -- let's check out the sheet metal...

Kinetic Sedan and 5-Door Hatch
Not surprisingly the design follows Ford's current "Kinetic" design language, created by Ford's European design director, Martin Smith. His team was also responsible for styling this Focus.

With Ford already showing that it intends to offer a range of family-orientated C-car variants (like C-MAX), Smith noted that this "created room for the next Focus to be more sporty, sleek and stylish".

As such, this car has a much lower profile than our current Focus, and attempts to telegraph a heightened commitment to driving pleasure.

According to Smith, the two North American models -- the four-door sedan and five-door hatchback -- were allowed to have more distinct personalities. He added that the models were designed simultaneously, side-by-side, to prevent the four-door from becoming simply a derivative of the five-door hatch.

While the hatch will dominate in most markets, Ford is predicting that the four-door will be the preferred ride in North America.

Cabin Comforts
The mission was to present an interior usually found on cars a class above. So no "plug in" radio (like the compact competition), the adoption of an integrated-into-the-dash audio system, and lots of contrasting colours and premium materials. A centre console wraps around the driver.

Ford said it learned much when developing Taurus and Lincoln into class-leaders for cabin quietness, and applied those lessons to the Focus (including dual pane sealing and aerodynamic mirrors and wipers).
But the biggest interior advance is the MyFord Driver Connect system, which is Ford's re-think on how to control and interact with the vehicle's climate, information, navigation, music and climate systems. On high-end Focus models, the MyFord system will include a multicolour 8-inch touch screen to control a wide range of functions. MyFord is complimented by the new-generation SYNC package, which features more effective voice command, Bluetooth, satellite navigation, and lots of connectivity for external devices.

Ford is not yet releasing all packaging and option details, but noted Focus will be available with keyless entry, hill start assist, start button, rearview camera, and a semi-automatic parallel parking system.

Safety First
The new Focus platform is touted as being very strong and stiff, which benefits handling, refinement and crash worthiness. Torsional rigidity is 25 percent greater than the current platform.

High-strength steels compromise 55 percent of the body shell, and more than 26 percent of the vehicle's structure is formed from ultra-high strength and Boron steels -- significantly more than any other Ford product. These steels also help to keep weight down.

Unlike Fiesta, the front end of Focus will remain the same for all markets -- the car meets all international safety standards.

The new car's front, side, and curtain airbags are said to deploy 30 percent quicker than the current car's airbags.

Dynamic Cornering
Focus debuts Dynamic Cornering Control, which uses "torque vectoring" techniques to transfer power between the drive wheels to reduce unwanted understeer and increase traction.

Electric Power Assist Steering (EPAS) has also been added, which adjusts for speeds (precise on the highway, light when parking).

Engineers updated the Focus "control blade" multilink rear suspension and the semi-isolated front and rear subframes.

Keeping with the "One Ford" philosophy, identical chassis and suspension architecture is being used for all markets (save some minor regional tweaking to accommodate local factors, like different spec tires).

All-New Powertrain
Under the hood of the Detroit show cars is a completely new 2.0-litre gasoline I4 engine, featuring direct injection (DI) and twin independent variable camshaft timing (Ti-VCT). Ford said it produces an estimated 155 hp and 145 lb-ft of torque.

This will be the only North American Focus engine. European markets also get a new turbocharged DI 1.6-litre EcoBoost I4, and diesel offerings.

The new 2.0-litre engine's block, cylinder head, pistons, and oil pan are all made of aluminum.

According to Ford, the engine also features many "efficiency technologies" (low friction coatings, low-friction accessory drives, sophisticated fuel metering, etc.), to ultimately provide great fuel economy (actual numbers yet to be announced).

The engine can be mated to the new PowerShift 6-speed "double clutch" automatic transmission, which Ford revealed at the Los Angeles auto show on the 2011 Fiesta. For this small-car application engineers chose a dry-clutch design, with sealed-for-life lubrication. The lack of pumps and hoses reduced complexity and weight.

As it did with Fiesta, Ford is proclaiming that this transmission is a "game changer."

"Our fuel economy leader is now a PowerShift automatic," noted Ford's Barb Samardzich, v-p of global powertrain development. "Previously, a C-segment driver needed a manual transmission and a clutch pedal to enjoy the greatest fuel efficiency."