IHS AUTOMOTIVE
Supplying Ford
SupplierBusiness
supplierbusiness.com
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SUPPLYING THE OEMS
Ford
Julian Buckley
Principal Analyst
IHS Automotive | Supplying Ford
Contents
Overview5
Global market overview
6
Ford Motor Company (FMC) financial overview
7
Purchasing Strategy
Purchasing strategy overview
Levels of vertical integration and outsourcing
––ABF Production suppliers
––ABF Non-production companies
Purchasing organisation
Purchasing offices
Key purchasing personnel
Purchasing budget
57
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Supplier Selection
Supply base development
Major and strategic suppliers
Supplier evaluation criteria
Working with the Ford Motor Company
64
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Global Sourcing
68
Policy and plans
69
––NAFTA69
––EMEA70
––APAC71
––LATAM72
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Vehicle Platforms Platform strategy
Major platforms
––1. C1
––2. B2E
––3. PN96/T1
––4. CD4
––5. D3/D4
––6. P131/P356/P473
––7. V3 ––8. T6 ––9. CD1-3 ––10. CD-EU
Component sharing
Volume planning
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Product Strategy
Company history and strategy review
Major model programmes
––1. Focus
––2. Fiesta
––3. Escape
––4. Fusion
––5. F-150 SuperCrew
––6. EcoSport
––7. Explorer
––8. F-150
––9. F-250/350 Super Duty
––10. Ranger
––Honourable mention - Transit
––Turkey52
––Thailand52
Internal supply network
53
Modularisation strategy
53
Supplier parks
54
Cluster of reference
55
Strategies for manufacturing efficiency 55
Production Strategy
43
Production strategy overview
44
Manufacturing network
45
––United States
46
––Germany48
––Spain 49
––Mexico49
––Brazil50
––India51
Pricing Policy
Cost reduction strategies
Raw material price management
Payment terms
73
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Quality Management
Quality level
Quality management systems
Supplier integration into product development
Management of suppliers and sub-suppliers
76
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Technology81
Technological positioning
82
Areas of focus
82
IHS™ AUTOMOTIVE
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R&D organisation
84
R&D spending
85
Access to supplier technology and process
development85
Approach to alternative fuels, electrification and fuel
cells85
Special vehicle development
86
Future Models
––OEM level
106
Trust106
––OEM level
106
Pursuit of excellence
106
––OEM level
106
Outlook106
––OEM Level
106
SuRe by region
106
––North America 107
––Europe107
––Asia107
SuRe by company size
107
87
Interviews89
Hau Thai-Tang, group vice-president, Global
Purchasing, Ford
90
Stephan Presser, Vehicle Engineering Manager, Ford97
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SWOT Analysis and Production Locations
SWOT Analysis
Global footprint Forward Model Programmes
Forward Model Programmes
111
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Major Suppliers to Recent Models
Ford Everest (2015; Rayong, Thailand)
Ford F-150 (2014; Dearborn Truck, United States)
Ford Ka (2014; Camacari, Brazil)
Ford Mondeo (2014; Valencia, Spain)
Ford Mustang (2014; Flat Rock 1, United States)
Ford S-Max (2015; Valencia, Spain)
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Supplier Relationship Survey 101
Introduction to the SuRe Index
102
Methodology102
Executive summary
102
Performance review – Ford Motor Company
103
2014 SuRe survey results
103
––Top of the ranking: Trust and future potential drive
harmony103
––Middle of the ranking: OEMs push cost reduction 104
––Bottom ranking: Cost overrules quality
104
Profit potential
105
––OEM level
105
Organization105
Figures
Figure 1: Global light vehicle production, 2009-2018 6
Figure 2: Engine installation for a Model T at the
Highland Park, Detroit plant in 1913
9
Figure 3: Number 0001 of the first-gen Focus RS, which
is now maintained by Ford UK
11
Figure 4: For the first time, the new Ford Focus RS will
be available in North America
13
Figure 5: The latest European facelift of the sixth-gen
Fiesta was released in 2014
16
Figure 6: The 2011 Ford Escape Hybrid
18
Figure 7: The exterior design of the 2013 Ford Escape
is virtually identical to that of the European Ford Kuga
18
Figure 8: The latest Ford Fusion being unveiled at the
2012 Detroit motor show
20
Figure 9: The Ford F-1 pickup was introduced in 194822
Figure 10: The 2014 F-150 SuperCrew STX with the
Sport Package
23
Figure 11: The second EcoSport compact SUV - Ford
do Brasil was heavily involved with development of
both model versions
24
Figure 12: The 2016MY Ford Explorer in the top
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Platinum trim level
26
Figure 13: The Ford 2015 F-250 Super Duty - with the
four-door crew cab, overall length is 6,680mm
29
Figure 14: Ford introduced the new Transit in 2014 for
the 2015MY
33
Figure 15: The Ford B-MAX has had the B-pillar
removed to help passenger entry and egress
36
Figure 16: The Kentucky Truck Plant had the largest
volumes of any Ford plant in the United States over
201446
Figure 17: Saarlouis Assembly is home to production of
the Ford Focus in Europe
48
Figure 18: The Ford plant in Valencia, Spain, now
produces six models
49
Figure 19: Production of the new Ka started at
Camacari in 2015
51
Figure 20: Job 1 of the EcoSport at the Ford plant in
Rayong, Thailand
52
Figure 21: Screen capture from IntoSite, an application
which supports sharing of benchmarked build
processes56
Figure 22: Hau Thai-Tang, Ford
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Figure 30: OEM Supplier Relations - Top of the Ranking
104
Figure 31: OEM Supplier Relations - Middle of the
Ranking104
Figure 32: OEM Supplier Relations - Bottom of the
Ranking105
Figure 33: OEM Supplier Relations - North America 107
Figure 34: OEM Supplier Relations - Europe
107
Figure 35: OEM Supplier Relations - Asia
107
Figure 36: Map for Ford global assembly plant
locations (includes Changan-Ford)
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Figure 23: Brigit Behrendt, Ford
62
Figure 24: The rear quarter window developed by
Magna International for the new Mustang
69
Figure 25: The Ford Lightweight Concept uses a series
of materials to help reduce overall vehicle weight 83
Figure 26: The new Ford GT was unveiled at the 2015
Detroit motor show and should be available in 2017 88
Figure 27: Hau Thai-Tang, Ford
90
Figure 28: The 2015 F-150 range uses a series of
aluminium parts to reduce vehicle weight
91
Figure 29: The all-new Lincoln MKX was introduced at
the 2015 NAIAS motor show
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Tables
Country) 2014 and 2018
31
Table 13: FMC Top 10 most-used platforms (by
Production brand) 2004-2009-2014-2019
35
Table 14: Comparison of annual global Ford sales and
production output (by Sales Parent) 2010-2018
41
Table 15: Ford Ka global production (by Country) 2007201744
Table 16: Ford Global production plants with annual
output (by Sales Parent and Country) 2014-2018
45
Table 17: Suppliers delivering to Camacari, Brazil, for
production of Ford Ka (2014)
71
Table 18: Automotive sales of SuRe Index survey
repondents108
Table 19: SWOT Analysis - Ford Motor
110
Table 20: Suppliers and Components supplied to the
Ford Everest (2015; Rayong, Thailand)
122
Table 21: Suppliers and Components supplied to the
Ford F-150 (2014; Dearborn, United States)
123
Table 22: Suppliers and Components supplied to the
Ford Ka (2014; Camacari, Brazil)
126
Table 23: Suppliers and Components supplied to the
Ford Mondeo (2014; Valencia, Spain)
127
Table 24: Suppliers and Components supplied to the
Ford Mustang (2014; Flat Rock 1, United States)
130
Table 25: Suppliers and Components supplied to the
Ford S-Max (2015; Valencia, Spain)
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Table 1: Key financial performance values for Ford
Motor Company
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Table 2: Total annual United States vehicle sales
and US Ford sales, with percentage values (by Sales
Parent) 2010-2018
7
Table 3: FMC Top 10 best-selling global models (by
Sales brand, Global nameplate) 2004-2009-2014-201910
Table 4: Ford Focus global sales (by Global Nameplate)
with segment competitors 2010-2018
17
Table 5: Ford Escape sales in United States (by Sales
Nameplate) with segment competitors 2010-2018
19
Table 6: Ford Fusion sales in North America (by Sales
Nameplate) with segment competitors 2010-2018
21
Table 7: Ford Mondeo sales in Europe (by Sales
Nameplate) with segment competitors 2010-2020 21
Table 8: Ford F-150 SuperCrew sales in North America
(by Sales Nameplate) with segment competitors 2010202023
Table 9: Ford EcoSport global sales (by Sales
Nameplate) with segment competitors 2010-2018 25
Table 10: Ford Explorer sales in North America (by
Sales Nameplate) with segment competitors 2010-2018
27
Table 11: Ford F-250 and F-350 Super Duty sales in
North America (by Sales Nameplate) with segment
competitors 2010-2018
30
Table 12: Top 10 global markets for Ford Ranger (by
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Company history and strategy review
acquisition by Ford in this buying spree was Land Rover,
which was bought from BMW in 2000.
What is now the Ford Motor Company (in this report also
referred to as Ford, Ford Motor or FMC) was the third
automotive enterprise involving Henry Ford, after the
self-taught engineer had left the Detroit Automobile
Company and the Henry Ford Company; the latter went
on to become the Cadillac Motor Car Company. In 1903
Henry Ford, together with 12 investors and 1,000 shares,
incorporated the Ford Motor Company, and in July that
year the new company sold the first Model A. By October,
the new FMC had recorded a profit of USD37,000.
Less than a decade after the purchase of Land Rover, Ford
started to unload its family of companies in a great brands
sell-off. The official line from then CEO Alan Mulally was
that the American car giant planned to concentrate on
its core brands. While accurate, the whole truth was that
the collection of companies amassed by FMC was simply
costing too much money for even the Detroit OEM to
support, particularly in a declining market – a market
which ultimately crashed at the start of the financial crisis
in North America and Europe.
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In 1904, FMC of Canada was incorporated in Windsor,
Ontario and in 1911, the first overseas plant started
operations in Trafford Park, near Manchester in the United
Kingdom. After having introduced the now legendary
Model T in 1908, the basic elements of the first automotive
assembly line were installed at the Highland Park,
Michigan plant in 1913 and in 1915, FMC reported reaching
the production landmark of one million vehicles.
PL
In 2007, 90% of Aston Martin was sold to a consortium
of buyers for USD848 million (original purchase price
was not released), with Ford retaining a 10% or USD77
million interest. In 2008, Jaguar and Land Rover, which
had been bought separately for a total of USD5.3 billion,
were sold as Jaguar Land Rover to Indian carmaker Tata
for USD2.8 billion. In 2010 Volvo was sold to Chinese OEM
Geely for USD1.8 billion (70% less than the purchase price
in 1999). Having been known for its premium versions
of standard Ford models (such as Crown Victoria versus
Grand Marquis), the cull was completed in 2010 when the
Mercury brand was discontinued, and in 2014 the final ties
with Mazda were broken when the Japanese OEM took
full control of the joint-venture Auto Alliance plant in
Thailand.
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Figure 2: Engine installation for a Model T at the
Highland Park, Detroit plant in 1913
While this liquidation of assets helped Ford weather the
recession over 2009 and ’10 – it was the only US-based
OEM not to require any emergency loans from the Federal
government – it must be with some regret that Ford
management now observes the success being enjoyed
by each of these companies. After all, the streamlining
of business processes across Aston Martin, Jaguar, Land
Rover and Volvo was supported by investment from the
American OEM, and based on this solid foundation, each is
now earning considerable profits for their new owners.
As such, the sell-off was a painful necessity, but as Mulally
had intended, it put the OEM in the right place to start
the One Ford programme, now the fundamental driving
force behind the core Ford and Lincoln brands. As what had
otherwise been a series of disparate regional divisions were
brought back under a worldwide FMC umbrella, so the
OEM has gone on to roll out a series of ‘global’ nameplates
– apart from local market requirements, largely identical
versions of the Focus, Fiesta, Fusion/Mondeo and Transit
are all now produced at Ford plants around the world.
This has helped to reduce purchasing costs and further
streamline assembly processes.
Source: Ford
The company was further expanded in 1922 with the
purchase of the Lincoln Motor Company for USD8
million, and in 1938 production started under the new
Mercury brand. FMC remained as these three brands until
1990 when Jaguar was purchased for USD2.5 billion; in
1992 the group purchased a 50% stake in Mazda Motor
Manufacturing, where JV locations went on to be operated
under AutoAlliance International. The family of companies
was further expanded in 1999 with the purchase of Volvo
Cars for USD6.45 billion, which was then grouped with
Lincoln, Jaguar and Aston Martin (which Ford took control
of in 1994) to form the Premier Auto Group. The final
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profitability by increasing profit margins, while delivering
economic, environmental and social sustainability. The
One Ford strategy is specifically aimed at producing bestin-class vehicles on global platforms which contribute
higher margins, while developing a balanced portfolio
of vehicles which deliver leading fuel efficiency in every
segment.
Behind the global models, the One Ford strategy brings
together technology developments from across various
areas of expertise, including design, materials, safety,
fuel efficiency, driving dynamics and interior ergonomics.
When applied to a given vehicle, the advances made in each
of the specialist areas are expected to deliver a product
which will appeal to any customer in any given part of the
world.
The sharing of platforms has had its downsides – vehicles
produced under the premium Lincoln brand have been
accused of being little more than rebadged Ford models
with additional equipment and luxury interiors. This came
to a head in the early 2000s when Ford elected to introduce
a luxury version of the F-150 SuperCrew pickup as the
Lincoln Blackwood – few were convinced and unit sales
were counted in the hundreds. Some industry observers
have gone so far as to say that in selling Jaguar, Ford elected
to keep the wrong premium brand. To counter this, Ford
is now undertaking a major overhaul of the Lincoln model
range with the goal of producing vehicles which have a
clear differentiation from their Ford equivalents, in look,
equipment and overall performance. This product offensive
was kicked off with the introduction of the all-new MKX
SUV at the 2015 NAIAS in Detroit, and there is more
to follow. FMC is also planning to start selling Lincoln
models in China. This should give the brand much needed
exposure to a market which enjoys large cars, with the
hope that any success will boost flatlining sales.
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Together, these advances add up to what is referred to as
the company’s ‘global DNA’, delivering vehicles which are
unmistakably Ford. Speaking in 2012, Raj Nair, group vicepresident for Global Product Development, highlighted
how important this is for the successful implementation of
the One Ford strategy: “We all need to be on the same page
so that it’s very clear what the processes and deliverables
are and how we communicate our needs with one
another.” Where Ford had previously developed vehicles
in regional isolation, this strategy has been scrapped and
replaced by a system where individual vehicles are designed
and developed in a given region with the intention of
rolling out those products on a global basis.
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At the launch of the One Ford system in 2008, Alan
Mulally had this to say: “We operate in a fiercely
competitive global industry. To achieve profitable growth
we have to make best use of our human resources and take
advantage of every potential economy of scale and best
practise we can find.” The end goal of this is to improve
Major model programmes
(rankings based on 2014 Sales brand and Global nameplate data from IHS AutoInsight)
Table 3: FMC Top 10 best-selling global models (by Sales brand, Global nameplate) 2004-2009-2014-2019
Global
Nameplate
2004 Global
Nameplate
2009 Global
Nameplate
2014 Global
Nameplate
2019
Restricted View Sample
Data available in full version
Source: IHS Automotive)
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1. Focus
(availability by market). All variants used a transversemounted, front-engine, front-wheel drive powertrain with
a MacPherson strut front suspension. Rather unusually
for a volume C-segment compact car, the model used
a multilink rear suspension made up of a combination
wishbone and semi-trailing arm set-up.
According to data provided by IHS Automotive, the
worldwide best-selling model produced by the Ford Motor
Company is the Focus. This model has been the brand’s
best-selling vehicle since its European introduction in 1998
and North American launch in 1999 (model year 2000).
Generally, global output has been between 800,000 and
900,000 units, except in 2004 and 2009, when output
fell below 800,000 cars – this drop coincides exactly with
the launch of new versions the following year. In 2012,
worldwide output of the Ford Focus exceeded one million
units for the first time and numbers have remained around
this level to date, although they are forecast to slide below
800,000 units in 2017 before a new model is introduced the
following year, prompting a related climb in sales.
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The rear multilink set-up on the Focus was marketed as the
Control Blade suspension, where the ‘blades’ in question
were essentially flexible trailing arms located on either
side of the suspension package. In the Focus, the pressed
steel trailing arms have flat edges to allow some flex; in
other applications (such as the Fusion), the trailing arms
have rolled edges to limit flex. In addition, the system
separated the individual components used for vehicle
handling and ride quality – separating the shock absorbers
and springs resulted in a smaller overall package, which in
turn delivered more rear cabin and luggage space. To reduce
costs, the hub carrier was integrated into the trailing arms,
replacing a pair of longitudinal locating rods and a highvalue cast knuckle. The set-up was still more expensive
than the semi-independent torsion beam arrangement
used by many segment competitors, but the combination
of excellent body control and reduced road noise won over
both customers and the motoring press.
PL
The first-generation CW170 Focus was introduced as
the replacement for the Ford Escort, which after being
launched in Europe in 1968 had gone on to be produced
around the world in various formats and bodystyles – the
last examples of the Escort were built in 2004. The allnew Focus delivered a series of innovative features, but
arguably none was more eye-catching than the ‘New Edge’
exterior design, which featured body panels with sharp
crease lines combined with smooth surfaces. Swept back
headlights gave an aerodynamic look, while the highmounted rear light cluster was used to mask the otherwise
substantial D-pillar. The design language was carried over
to the interior, where a sweeping arc on the instrument
panel (IP) was used to delineate the centre stack and
analogue instrumentation.
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The Focus was offered with a variety of four-cylinder
petrol engines but just a single turbodiesel. Petrol variants
included the 1.8- and 2.0-litre Zetec-R units shared with
the Ford Mondeo, while 1.4- and 1.6-litre engines were
shared with the Fiesta and its coupé derivative, the Puma.
A Zetec Rocam version which could use either petrol or
ethanol in any percentage combination was offered in
Brazil. The diesel versions originally used the 8v turbo
Endura DI with direct injection and an intercooler – this
was later replaced by a Duratorq TDCI. The standard
transmission was a five-speed manual, but a four-speed
automatic was available as an option.
Figure 3: Number 0001 of the first-gen Focus RS, which is
now maintained by Ford UK
In addition to the standard models, there were also
two high-performance versions of the first Focus, both
introduced following the mid-life facelift of the firstgeneration model – in addition to other updates, these
versions are easy to identify as the indicators (turn
signals) were relocated from the front bumper into the
headlight cluster. Launched in 2002, the first of these
was the ST170 (SVT in North America), where ‘ST’ stands
for ‘Sports Technologies’ and the numerals refer to the
increased power output of the 2.0-litre DOHC 16v Duratec
engine. This was reworked by engine specialists Cosworth
and featured a series of upgrades, including a high-flow
aluminium cylinder head, a dual-stage intake manifold
and variable valve timing. The engine was driven via a
Durashift six-speed manual gearbox supplied by Getrag.
Source: Julian Buckley
The first-generation Focus was offered as a three- and fivedoor hatchback, a four-door saloon and a station wagon
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Although originally offered as a three-door hatch, a wagon
version of the ST170 was later introduced.
Like the first Focus, the second-gen model was offered as a
hatchback, wagon and saloon, but in addition to these the
new car served as the basis for two new variants. In 2003,
Ford launched the C-MAX MPV. The model featured many
positive attributes of the Focus, including the Control
Blade rear suspension and the quality interior, but it was
also very late to the MPV party – by comparison, the first
Renault Scenic was launched in 1997. In addition, the
C-MAX was only available with seating for five, a major
drawback when most competitors offered seven seats.
The second performance version was the Focus RS (Rallye
Sport (English) or RennSport (German). In this highperformance three-door hatch, a Garrett turbocharger was
added to the 2.0-litre DOHC 16v Duratec engine increased
output to 212bhp (this was evidently a base figure and
some examples had higher power). The engine was driven
via a high-performance five-speed manual transmission.
Ford produced precisely 4,501 units of the RS through 2002
and ’03, but even when fitted with a mechanical limited
slip differential supplied by Quaife and uprated AP racing
brakes, the all-or-nothing turbo performance gave the
car considerable torque steer and generally compromised
handling on all but the smoothest roads.
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The second new variant of the Focus was the CoupeCabriolet. Introduced in 2006, the car featured a
folding steel roof which combined the open-top fun of
a convertible with the security of a coupe. While the
chassis was more stable than other comparable models,
most notably the Peugeot 307CC and Renault Megane CC,
the roof and its electric motors added some considerable
weight – fitted with the 2.0-litre TDCI engine the car
tipped the scales at 1,626kg. On the positive side, the
Coupe-Cabriolet was one of the few convertibles to offer
seating for four passengers, a feature which grouped it with
some rare company, such as the Bentley Continental GT
Convertible.
PL
The first-generation Focus was a remarkable car. The model
served to set a new benchmark for future C-segment
hatchbacks (including later versions of the Volkswagen
Golf), combining exterior design, interior ergonomics and
driving dynamics into an affordable package. Such was the
quality of the Focus that it represents a key turning point
in what customers expected from their vehicles, which in
essence set the future trajectory of all cars in this segment
through to the present day.
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Petrol engines for the second-gen Focus ranged from
upgraded versions of the 1.4- and 1.6-litre Zetec engines
used in the first car, through to the new 1.8- and 2.0-litre
Duratec engines. Diesels included the 1.6-, 1.8- and 2.0-litre
Duratorq TDCI engines. These were driven through
either five- or six-speed manual transmissions or a fourspeed automatic. Yet with the introduction of the highperformance Focus ST in late 2005, Ford ignored these
four-cylinder engines in favour of a five-cylinder 2.5-litre
turbo engine used by Volvo. Rated at 225bhp, this was
more powerful than both the first-gen ST and RS, but easier
to drive due to the smoother, low-pressure turbo. Upgrades
for the new ST included stiffer springs, a new strut brace
and a thicker rear anti-roll bar.
Automotive history is littered with vehicles which, after
delivering a ground-breaking first-generation design, failed
to achieve the same level of success with the replacement
model. Introduced in 2004, the second-generation Focus
was one of these models. Featuring a watered-down
rework of the original New Edge design, the results were
disappointing, to say the least. Yet while the exterior was
overtly conservative, improvements were made in other
areas. Using an increased percentage of high-strength
steel, the chassis was 10% stiffer then the out-going car.
Revised front and rear subframes resulted in improved
NVH (noise, vibration and harshness) characteristics,
while thicker glass and double seals on the doors helped
to reduce cabin noise. While the IP lost its New Edge flair,
upgraded materials and improved fit and finish delivered a
far superior product.
After stating that there would not be an RS version of the
second-generation car, Ford launched exactly this model
in 2009. This new high-performance car used a heavily
revised version of the same five-cylinder 2.5-litre engine in
the ST, including uprated pistons, camshafts, turbocharger
and intercooler. This resulted in a power output of 301bhp
and 325lb/ft of torque. To control vehicle weight, which
ultimately totalled 1,457kg, Ford opted against using a
four-wheel drive powertrain. Without AWD to help reduce
torque steer, Ford introduced the RevoKunckle system, a
new addition to the standard MacPherson strut assembly.
In combination with the Quaife LSD, the RevoKnuckle
could compensate for the asymmetrical power distribution
across uneven length driveshafts by reducing the distance
The second Focus was larger than the out-going model,
with the wheelbase increasing from 2,615 to 2,640mm
and the overall length of the hatchback increasing from
4,175 to 4,340mm. Although some of this length can be
attributed to a larger front crumple zone, the interior was
larger in every area, including the rear passenger seats and
cargo area. This increase in size also added weight, and the
new model was approximately 100kg heavier than the outgoing car.
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between the wheel centre and the steering axis. The
RevoKnuckle required additional engineering and added
expense, but despite being 100bhp more powerful than the
original Focus RS, the addition made power in the second
version far more accessible.
The latest Focus is effectively the same size as the outgoing car, with a wheelbase measuring 2,648mm (+8mm)
and an overall length of 4,358mm (+18mm). While still
the same size, the new Focus sees the electro-hydraulic
steering of the previous version replaced with a full
electric power steering set-up, which despite the negative
reputation actually delivers reasonably good driver
feedback. Other new features include a torque vectoring
Dynamic Cornering Control system which lightly brakes
the inside wheels to improve high-speed cornering.
After a mid-life facelift that used the ‘Kinetic’ design to
improve the look of the second-gen Focus, Ford went on
to introduce the most recent version of the Focus over
2011. Where the first two model versions were largely
region-specific, the third generation vehicle became one of
the Ford’s global vehicles, with all Focus production sites
around the world producing the same model with only
minor local differences. With the withdrawal of the threedoor version, the range now comprises the five-door hatch,
wagon and four-door saloon (primarily for North America
and China). Variants include a new ST (and forthcoming
RS), together with a new version of the C-MAX MPV.
Despite the loss of the three-door hatch, it was thought
possible that this could be reintroduced using the famous
Capri nameplate, but with the official European launch of
the Mustang in 2015, this is now considered unlikely.
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Repeating the now familiar pattern, in 2012 Ford
introduced the third-generation ST. This version uses a
high-performance turbocharged version of the standard
four-cylinder 2.0-litre DOHC 16v engine, tuned to produce
247bhp. This is more power than developed by the
previous five-cylinder engine, with an approximate 20%
improvement in fuel economy, a key factor as the car will
be rolled out on a global basis. The worldwide marketing
has also forced a simplification of the equipment list,
resulting in a six-speed manual as the only available
transmission, and the suspension is carried over from the
standard car with only minor changes, including stiffer
springs and dampers. The model also does without the
RevoKnuckle system, using instead an electronic Torque
Steer Compensation system which actively counters the
problem.
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Based on exterior changes, the third-gen Focus looks like
the car which should have succeeded the first-gen model.
A trapezoidal intake is complemented by swept-back
headlights to create a mildly aggressive front facia. The
extended wheel arches remain, although with a smoother
transition to the body. Narrower D-pillars have allowed
the rear light clusters to be moved into the rear wings, or
fenders. Inside the car, the redesigned IP features a centre
stack with a prominent ‘bull horn’ extension; despite
upgraded materials, it is still not as well conceived as the
instrument panel in the VW Golf, but better than most
segment competitors.
Figure 4: For the first time, the new Ford Focus RS will be
available in North America
The latest version was launched with a series of fourcylinder EcoBoost petrol and Duratorq TDCI diesel
engines; following a mid-life facelift in 2014, the engine
range was further extended with the addition of the allnew four-cylinder 1.5-litre Duratorq TDCI. In advance of
this, in 2012 Ford elected to transplant the three-cylinder
1.0-litre 12v turbo direct injection EcoBoost engine from
the Fiesta into the Focus. Offered with two power outputs,
98 and 123bhp (respectively using five- and six-speed
manual transmissions), the engine only weighs 97kg –
approximately 30kg less than the four-cylinder petrol
1.6 Ti-VCT. On the down side, the economy this engine
promises is compromised by total vehicle weight, which
is still a substantial 1,276kg. While engine performance
is good, vehicle weight plays havoc with the official
55mpg claim, and anything over mid-throttle will see fuel
consumption fall into the mid-30s.
© 2015 IHS
Source: Ford
At the 2015 Geneva motor show, Ford unveiled the new,
third-generation Focus RS. Based on the facelifted model
(introduced at the same event), the variant carries over
such features as the pronounced trapezoidal radiator grille
of the ST, but with narrower swept-back headlight clusters.
The new RS shares the four-cylinder 2.3-litre Ecoboost
turbo engine with the European Mustang, although the
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IHS Automotive | Supplying Ford
version in the RS has a low-inertia twinscroll turbo and
larger compressor and intercooler. Power output is rated
in excess of 320bhp, possibly reaching 340bhp. Due to this
power increase and to improve handling performance,
Ford has elected to replace the front-wheel drive of the
previous RS with an all-wheel drive (AWD) powertrain.
The AWD set-up includes twin electronically-controlled
clutch packs located on either side of the rear drive unit,
which effectively act as a limited slip differential while
also managing the front-rear power split. Based on onboard
sensors, power is delivered to the outside wheels to help
with high-speed cornering. Ford states this can virtually
eliminate understeer. The RS features a short-throw six-
speed manual transmission.
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This is likely to be the last version of the Focus in its
current state. Speaking with IHS SupplierBusiness in
November 2014, Stephan Presser, vehicle engineering
manager for the Focus in Europe, highlighted that while
the model has undergone a series of key changes, it is based
on the same fundamental chassis and (power upgrades
aside) uses the same powertrain set-up. As such, it can be
expected that the next Focus, which has a forecast launch
date of late 2017 or early 2018, will be an all-new model
from the ground up, possibly set up to offer a hybrid version
using technology from the Fusion/Mondeo twins.
© 2015 IHS
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