2015 edition supplierbusiness - ihs markit · swot analysis and production locations 109. swot...

IHS AUTOMOTIVE

Supplying FordSupplierBusiness

2015 edition supplierbusiness.com

Julian BuckleyPrincipal Analyst

SUPPLYING THE OEMS

Ford

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© 2015 IHS 2 2015 edition

IHS Automotive | Supplying Ford

IHS™ AUTOMOTIVECopyright notice and legal disclaimer© 2015 IHS. No portion of this report may be reproduced, reused, or otherwise distributed in any form without prior written consent, with the exception of any internal client distribution as may be permitted in the license agreement between client and IHS. Content reproduced or redistributed with IHS permission must display IHS legal notices and attributions of authorship. The information contained herein is from sources considered reliable but its accuracy and completeness are not warranted, nor are the opinions and analyses which are based upon it, and to the extent permitted by law, IHS shall not be liable for any errors or omissions or any loss, damage or expense incurred by reliance on information or any statement contained herein. IHS and the IHS logo are trademarks of IHS. For more information, please contact IHS at www.ihs.com/CustomerCare.

ContentsOverview 5Global market overview 6Ford Motor Company (FMC) financial overview 7

Product Strategy 8Company history and strategy review 9Major model programmes 10

– 1. Focus 11 – 2. Fiesta 15 – 3. Escape 18 – 4. Fusion 20 – 5. F-150 SuperCrew 22 – 6. EcoSport 24 – 7. Explorer 26 – 8. F-150 28 – 9. F-250/350 Super Duty 29 – 10. Ranger 31 – Honourable mention - Transit 33

Vehicle Platforms 34Platform strategy 35Major platforms 35

– 1. C1 36 – 2. B2E 36 – 3. PN96/T1 37 – 4. CD4 38 – 5. D3/D4 38 – 6. P131/P356/P473 39 – 7. V3 39 – 8. T6 39 – 9. CD1-3 40 – 10. CD-EU 40

Component sharing 40Volume planning 41

Production Strategy 43Production strategy overview 44Manufacturing network 45

– United States 46 – Germany 48 – Spain 49 – Mexico 49 – Brazil 50 – India 51

– Turkey 52 – Thailand 52

Internal supply network 53Modularisation strategy 53Supplier parks 54Cluster of reference 55Strategies for manufacturing efficiency 55

Purchasing Strategy 57Purchasing strategy overview 58Levels of vertical integration and outsourcing 58

– ABF Production suppliers 59 – ABF Non-production companies 60

Purchasing organisation 60Purchasing offices 61Key purchasing personnel 62Purchasing budget 63

Supplier Selection 64Supply base development 65Major and strategic suppliers 65Supplier evaluation criteria 66Working with the Ford Motor Company 67

Global Sourcing 68Policy and plans 69

– NAFTA 69 – EMEA 70 – APAC 71 – LATAM 72

Pricing Policy 73Cost reduction strategies 74Raw material price management 74Payment terms 75

Quality Management 76Quality level 77Quality management systems 77Supplier integration into product development 78Management of suppliers and sub-suppliers 78

Technology 81Technological positioning 82Areas of focus 82

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R&D organisation 84R&D spending 85Access to supplier technology and process development 85Approach to alternative fuels, electrification and fuel cells 85Special vehicle development 86

Future Models 87

Interviews 89Hau Thai-Tang, group vice-president, Global Purchasing, Ford 90Stephan Presser, Vehicle Engineering Manager, Ford 97

Supplier Relationship Survey 101Introduction to the SuRe Index 102Methodology 102Executive summary 102Performance review – Ford Motor Company 1032014 SuRe survey results 103

– Top of the ranking: Trust and future potential drive harmony 103

– Middle of the ranking: OEMs push cost reduction 104 – Bottom ranking: Cost overrules quality 104

Profit potential 105 – OEM level 105

Organization 105

– OEM level 106Trust 106

– OEM level 106Pursuit of excellence 106

– OEM level 106Outlook 106

– OEM Level 106SuRe by region 106

– North America 107 – Europe 107 – Asia 107

SuRe by company size 107

SWOT Analysis and Production Locations 109SWOT Analysis 110Global footprint 110

Forward Model Programmes 111Forward Model Programmes 112

Major Suppliers to Recent Models 121Ford Everest (2015; Rayong, Thailand) 122Ford F-150 (2014; Dearborn Truck, United States) 123Ford Ka (2014; Camacari, Brazil) 126Ford Mondeo (2014; Valencia, Spain) 127Ford Mustang (2014; Flat Rock 1, United States) 130Ford S-Max (2015; Valencia, Spain) 132

FiguresFigure 1: Global light vehicle production, 2009-2018 6Figure 2: Engine installation for a Model T at the Highland Park, Detroit plant in 1913 9Figure 3: Number 0001 of the first-gen Focus RS, which is now maintained by Ford UK 11Figure 4: For the first time, the new Ford Focus RS will be available in North America 13Figure 5: The latest European facelift of the sixth-gen Fiesta was released in 2014 16Figure 6: The 2011 Ford Escape Hybrid 18Figure 7: The exterior design of the 2013 Ford Escape is virtually identical to that of the European Ford Kuga 18Figure 8: The latest Ford Fusion being unveiled at the 2012 Detroit motor show 20Figure 9: The Ford F-1 pickup was introduced in 1948 22Figure 10: The 2014 F-150 SuperCrew STX with the Sport Package 23Figure 11: The second EcoSport compact SUV - Ford do Brasil was heavily involved with development of both model versions 24Figure 12: The 2016MY Ford Explorer in the top

Platinum trim level 26Figure 13: The Ford 2015 F-250 Super Duty - with the four-door crew cab, overall length is 6,680mm 29Figure 14: Ford introduced the new Transit in 2014 for the 2015MY 33Figure 15: The Ford B-MAX has had the B-pillar removed to help passenger entry and egress 36Figure 16: The Kentucky Truck Plant had the largest volumes of any Ford plant in the United States over 2014 46Figure 17: Saarlouis Assembly is home to production of the Ford Focus in Europe 48Figure 18: The Ford plant in Valencia, Spain, now produces six models 49Figure 19: Production of the new Ka started at Camacari in 2015 51Figure 20: Job 1 of the EcoSport at the Ford plant in Rayong, Thailand 52Figure 21: Screen capture from IntoSite, an application which supports sharing of benchmarked build processes 56Figure 22: Hau Thai-Tang, Ford 62

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Figure 23: Brigit Behrendt, Ford 62Figure 24: The rear quarter window developed by Magna International for the new Mustang 69Figure 25: The Ford Lightweight Concept uses a series of materials to help reduce overall vehicle weight 83Figure 26: The new Ford GT was unveiled at the 2015 Detroit motor show and should be available in 2017 88Figure 27: Hau Thai-Tang, Ford 90Figure 28: The 2015 F-150 range uses a series of aluminium parts to reduce vehicle weight 91Figure 29: The all-new Lincoln MKX was introduced at the 2015 NAIAS motor show 92

Figure 30: OEM Supplier Relations - Top of the Ranking 104Figure 31: OEM Supplier Relations - Middle of the Ranking 104Figure 32: OEM Supplier Relations - Bottom of the Ranking 105Figure 33: OEM Supplier Relations - North America 107Figure 34: OEM Supplier Relations - Europe 107Figure 35: OEM Supplier Relations - Asia 107Figure 36: Map for Ford global assembly plant locations (includes Changan-Ford) 110

TablesTable 1: Key financial performance values for Ford Motor Company 6Table 2: Total annual United States vehicle sales and US Ford sales, with percentage values (by Sales Parent) 2010-2018 7Table 3: FMC Top 10 best-selling global models (by Sales brand, Global nameplate) 2004-2009-2014-2019 10Table 4: Ford Focus global sales (by Global Nameplate) with segment competitors 2010-2018 17Table 5: Ford Escape sales in United States (by Sales Nameplate) with segment competitors 2010-2018 19Table 6: Ford Fusion sales in North America (by Sales Nameplate) with segment competitors 2010-2018 21Table 7: Ford Mondeo sales in Europe (by Sales Nameplate) with segment competitors 2010-2020 21Table 8: Ford F-150 SuperCrew sales in North America (by Sales Nameplate) with segment competitors 2010-2020 23Table 9: Ford EcoSport global sales (by Sales Nameplate) with segment competitors 2010-2018 25Table 10: Ford Explorer sales in North America (by Sales Nameplate) with segment competitors 2010-2018 27Table 11: Ford F-250 and F-350 Super Duty sales in North America (by Sales Nameplate) with segment competitors 2010-2018 30Table 12: Top 10 global markets for Ford Ranger (by

Country) 2014 and 2018 31Table 13: FMC Top 10 most-used platforms (by Production brand) 2004-2009-2014-2019 35Table 14: Comparison of annual global Ford sales and production output (by Sales Parent) 2010-2018 41Table 15: Ford Ka global production (by Country) 2007-2017 44Table 16: Ford Global production plants with annual output (by Sales Parent and Country) 2014-2018 45Table 17: Suppliers delivering to Camacari, Brazil, for production of Ford Ka (2014) 71Table 18: Automotive sales of SuRe Index survey repondents 108Table 19: SWOT Analysis - Ford Motor 110Table 20: Suppliers and Components supplied to the Ford Everest (2015; Rayong, Thailand) 122Table 21: Suppliers and Components supplied to the Ford F-150 (2014; Dearborn, United States) 123Table 22: Suppliers and Components supplied to the Ford Ka (2014; Camacari, Brazil) 126Table 23: Suppliers and Components supplied to the Ford Mondeo (2014; Valencia, Spain) 127Table 24: Suppliers and Components supplied to the Ford Mustang (2014; Flat Rock 1, United States) 130Table 25: Suppliers and Components supplied to the Ford S-Max (2015; Valencia, Spain) 132

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Company history and strategy reviewWhat 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.

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.

Figure 2: Engine installation for a Model T at the Highland Park, Detroit plant in 1913

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

acquisition by Ford in this buying spree was Land Rover, which was bought from BMW in 2000.

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.

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.

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.

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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.

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 vice-president 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.

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

profitability by increasing profit margins, while delivering economic, environmental and social sustainability. The One Ford strategy is specifically aimed at producing best-in-class vehicles on global platforms which contribute higher margins, while developing a balanced portfolio of vehicles which deliver leading fuel efficiency in every segment.

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.

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) 2004-2009-2014-2019Global Nameplate

2004 Global Nameplate



2019

Source: IHS Automotive)

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1. FocusAccording 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.

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 all-new 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 high-mounted 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.

Figure 3: Number 0001 of the first-gen Focus RS, which is now maintained by Ford UK

Source: Julian Buckley

The first-generation Focus was offered as a three- and five-door hatchback, a four-door saloon and a station wagon

(availability by market). All variants used a transverse-mounted, 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.

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 high-value 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.

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.

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 first-generation 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.

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Although originally offered as a three-door hatch, a wagon version of the ST170 was later introduced.

The second performance version was the Focus RS (Rallye Sport (English) or RennSport (German). In this high-performance 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.

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.

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.

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 out-going car.

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 new variant of the Focus was the Coupe-Cabriolet. 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.

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 four-speed automatic. Yet with the introduction of the high-performance 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.

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

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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.

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 three-door 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.

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.

The latest version was launched with a series of four-cylinder 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 all-new 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.

The latest Focus is effectively the same size as the out-going 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.

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.

Figure 4: For the first time, the new Ford Focus RS will be available in North America

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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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.

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.

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