Friday, February 2, 2007
Friday, January 12, 2007
The Upside of Buying a Ford
The upside to buying a Ford is that it basically sells it self, now below you'll find exactly how and were their best rated. Along with this, Ford also have a great safty rating on their cars, although you should come to expect it's on more newer cars then older ones.Although the Ford Galaxy is at #4, there was only 2 MPV's chosen as the best for alround, the Vauxhall Zafira and the Galaxy. And the Galaxy was the one on top in the end.
(New & Used), #5. not bad - #1. excellent.
"supermini" top 5
#1.) Fiesta: (used) A brilliant all-rounder, plenty available and low in price.
#4.) Ka: (used) You only get three doors, so it's not as practical as some, but it's cheap and easy to live with.
(New & Used), #5. not bad - #1. excellent.
"Small family car" top 5
#1.) Focus: (used) Loads to choose from, good to look at and drive.
# 3.) Focus: (new) Still the best small hatch to drive. It's spacious and good value, but rides firmly.
(New & Used), #5. not bad - #1. excellent.
"Family car" top 5
#1.) Mondeo: (used) Great to drive, comfortable and good value for money.
#5.) Mondeo: (new) Ford's best ever fleet and family car. Great to drive, practical and well built, though a bit pricey.
(New & Used), #5. not bad - #1. excellent.
#4.) Focus: (used) Good space in the boot and still as brilliant to drive as the hatchback.
(New & Used), #5. not bad - #1. excellent.
"MPV's" top 5
#4.) Galaxy: (used) Lots of space, comfortable and good to drive a bargain of an MPV.
#4.) Galaxy: (new) Spacious, flexible, fine-driving Galaxy is a car that most people will find very easy to live with.
(New & Used), #5. not bad - #1. excellent.
"Coupes" top 5
#3.) Puma: (used) A distinctive coupe on robust Fiesta underpinnings. Excellent fun to drive as well.
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Sunday, January 7, 2007
Ford Mustangs 1964 to present
When the Mustang debuted in 1964, it had a large number of available options. The long list of optional equipment enabled buyers to fully customize their cars to their style, tastes and budgets. It also resulted in typical transaction prices hundreds of dollars above the base price, making the Ford Mustang profitable not only for the dealer but also for the manufacturer. 1969 saw the introduction of both the car's third body style and a hand built muscle car intended solely to satisfy the rules of the Nascar, the Boss 429.
1969 to 1970. The 1969 featured a 302 cid V8 rated at 220 bhp. The 1969 coupe was longer than previous models and sported convex rather than previously concave side lines. Ford also introduced a luxury Grande model with interior wood paneling, a quartz clock, and a 351 cid Windsor engine.
1971 to 1973. The Mustang grew larger and heavier with each passing year culminating with the 1971 to 73 models, designed under the supervision of Ford's new product design manager. Knudsen's turn at the helm would see the last high performance big block Mustang, 1971's 375 bhp 429 Super Cobra Jet. Ford originally planned to install a 460 in the Mustang as well. Unfortunately, that very same body style that was designed for the sole purpose of big block installation versions was limited to a maximum of 351 cid (5.8 L) in 1972 and in 1973, due to extremely strict U.S emission control regulations and low demand for big block muscle cars due to high insurance premiums. Two more high performance engines were introduced in 1972, the 351 (HO) and 351 Cobra Jet.
1974 to 1978. The 1974 introduction of the Mustang '2' earned Ford Motor Trend magazine's Car of the Year honors again and actually returned the car to more than a semblance of its 1964 predecessor in size, shape, and overall styling. Though Iacocca insisted that the Mustang '2' be finished to quality standards unheard of in the American auto industry, the Mustang '2' suffered from being not only smaller than the original car, but heavier as well due to the federal emission and safety regulations and its build quality could be described as only (mediocre) no better than other Ford or Detroit products of the day. Available as a hardtop or three door hatch, the new car's base engine was a 2.3 L SOHC I4, the first fully metric engine built in the U.S. for installation in an American car. A 2.8 L v6 was the sole optional engine, meaning the popular V8 option would disappear for the first and only time in 1974, and Ford was swamped by buyer mail and criticized in the automotive press for it.
1975 to 1978. Since the car was never meant to have a V8, it became a mad scramble to re-engineer the car in order to reinstate the 302 cid (5.0 L) V8 option in time for the 1975 model year, but only with a two barrel carburetor and 140 bhp. To make the V8 option fit changes were made to the front fenders, engine bay, and header panel. To help boost sales Ford introduced the Cobra '2' package in 1976, and the King Cobra in 1978. On the momentum of the Mustang '2's successful sales, and under the direction of Ford's new styling chief, a totally new Mustang hit the streets for 1979.
1979 to Now. For 1979 an all new Mustang hit the dealerships. Larger and based on the "Fox" platform the new Mustang deviated from the smaller compact Mustangs of the past. The interior was completely redone and could now seat four in comfort, even with the smaller back seat of a sports car. The new Mustang also enjoyed a good deal more trunk space, and a bigger engine bay for better serviceability. The 2.3 liter 4 cylinder from the earlier car was continued, but refined, as well as a new turbocharged version rated at 132 bhp. It was dropped after one year, due to terrible reliability issues. The Mustang '2's 2.8 cologne 171 cid V6, made by Ford of Europe, was continued only for a year. The low revving 302 also returned, rated at 140 bhp at 3200 rpm. Mustang was again chosen for pace car for duties Indianapolis 500. Ford commemorate the honor with an "Indy 500" pace car edition. The 1979 model introduced metric wheels and tires, the tires being manufactured by Michelin as their TRX model. Ford's 200 cid inline six replaced the Cologne 2.8 L V6 for 1980, The new 255 cid V8 was the only V8 offered in 1980 and 1981. In essence a de bored 302, the 255 had restrictive heads, a pathetic camshaft, and managed to wheeze out a paltry 118 bhp, the lowest power ever for a Mustang V8, although it was questionable that it even produced 118 hp. This motor is really not a viable option to build up. The block and internals were of poor quality and do not take to increased horsepower well.
The Mustang was revived with the reintroduction of the Mustang GT in 1982, bringing more V8 power from the 302 cid (5.0 L) via new valves, a more aggressive cam, a larger 2 barrel carburetor, and better breathing intake and exhaust systems. It was rated at 157 bhp. For performance fans, this Mustang brought them back to the fold. With the 302, it was one of the quickest domestic cars in america. In 1982, Ford reintroduced a high performance Mustang GT which opened the door for an entirely new era of the muscle car. Wringing a then respectable 157 hp from its 5.0 L (actually 4.94 L, 302 cid) V8 and backed by a four speed transmission, aggressive tires, and stiff suspension, magazine ads of the period shouted, "The Boss Is Back." A four barrel carburetor and aluminum intake manifold in '83 and '84 bumped power to 175 bhp, and 247 ft·lbf of torque. The 1984 Mustang was to get a 205 bhp 5.0 L, but this motor was delayed to '85, and the rating was revised to 210 bhp with 270 ft·lbf of torque. It got its power from a new, more aggressive roller cam, a less restrictive exhaust system with tubular headers and dual mufflers and tailpipes, and new cylinder heads. For those interested in modifying, the '85 Mustang also got forged pistons in place of the '84 and earlier's sandcast pistons. This combination was stout, but short lived. In 1986, the first fuel injected 5.0 L made its debut. Much like the first 4.6 GTs a decade later, this setup didn't rev very high, and made peak power at about 5200 rpm. The good news is that they were very strong until then, thanks to the E6 Turbo swirl heads, an intake manifold with very long runners, higher compression, and the first true dual exhaust system (with 4 catalytic converters) on a Mustang in over a decade. It was rated at 200 horsepower, down a few from the '85, but the torque rating rose to 285 ft·lbf.. In 1994, the Mustang underwent its first major redesign in 15 years. The design, code named "SN-95" by Ford, was based on an updated version of the RWD Fox platform known as Fox-4. It featured dramatically new styling that incorporated some stylistic elements similar to those on earlier Mustangs. The base model came with a 3.8 l V6 engine rated at 145 bhp while the GT still featured the 5.0 L V8, now utilizing the 5.0 L Thunderbird intake manifold, a 60 mm throttle body, and a 215 horsepower rating. The Cobra model also returned, with its GT40 equipped 5.0 L engine, now rated at 240 bhp. The Mustang was named Motor Trend magazine's Car of the Year for the third time in 1994. The Mustang Cobra convertible was selected as the pace car in the Indianapolis 500, making it the third time that the Mustang had enjoyed such an honor. As the result, one thousand pace car replicas were built and sold through select dealers. The base Mustang uses a 210 bhp SOHC Ford Cologne V6 engine replacing the 3.8 L pushrod V6. The GT has an all aluminum 300 hp 4.6 L 3 valve modular V8. The Mustang GT has a top speed of 143 mph and the Shelby GT500 is electronically limited to 150 mph. The S-197 Mustang retained the traditional live rear axel due to its cost, durability, and simplicity. The V6 comes with a standard Tremec T-5 manual transmission while the GT model is equipped with a more rugged TremecTR 3650 gearbox. Both V6 and V8 models comes with an optional 5 speed 5R55S automatic transmission. The 2007 Ford Shelby GT500 is equipped with the durable TremecTR 6060 transmission. The factory stock S-197 Mustang GT equipped with the TR 3650 will perform a quarter mile test in 13.9 seconds at 103 mph. The front suspension had been revised to improve steering response while the rear suspension added a three linked system to control the vertical and lateral movements of the axle. Unlike the GT, the V6 version lacks a rear sway bar that caused severe oversteer on hard cornering.
And our next Blog will be called (The Upside of Buying a Ford).
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Please fill free to drop us an email if theres anything we can help you with, and go ahead and tell friends about us and check out our links and let us no what you think. Because your appinions matter and we're allways changing to make things better. If you want a persiffic vehicle and its not here then let us know what it is at general33@hotmail.co.uk.
Tuesday, January 2, 2007
Friday, December 29, 2006
Thursday, December 21, 2006
Ford Galaxy 1995 to continuing
The Price Range is at £19,495 to £23,995
The first Galaxy was designed and built by a joint venture between Ford & VW, and also sold by VW as the Sharan and SEAT as the Alhambra.
Galaxy uses predominantly Volkswagen mechanicals, most notably the 2.8L VR6 V6 engine from the top versions of the Golf, as well as VW's 1.9 litre turbodiesel unit. Only the 2.0 litre straight 4 petrol version uses a Ford powerplant, this is derived from the familiar pinto-direct over head cam family. In later years this unit was supplemented by a 2.3 litre 16 valve version first seen in the facelifted Scorpio. This engine was unique to the Ford Galaxy; similarly, this was the case with the 1.8 litre 20 valve turbo engine offered in the VW's Sharon and SEAT;s Alhambra. The original interior was a mix of both Ford and VW componentry, using a Golf derived instrument pack, and most of the switchgear, with the curved facia moulding itself was of Ford design, heavily reminiscent of that used in the Mondeo.
A major redesign in 2001 saw the Galaxy adopt the new Ford corporate front end, grille and headlamps. The interior, in particular the dashboard, was changed to VW designed items, which partly resembled those used in the Golf IV and Passat. Also, new motors and gearboxes were introduced. The second generation Galaxy was introduced at the 2006 Geneva Motor Show. It goes on sale alongside the shorter and lower S max in June.
The new Galaxy is larger than its predecessor, and is an entirely Ford design, with no VW content. With the smaller S MAX taking up the three seating rows compact MPV side of the market, Ford was able to expand the Galaxy in every dimension without losing sales in size conscious Europe. The 2007 Ford Galaxy is also entirely different from its predecessor, and is intended to be more mainstream than the sportier S MAX. One major selling point of the Galaxy and S MAX is the (Fold Flat System). This design allows the second and third row seats to fold flat into the floor. But on early Galaxys, there were water leaks through the ventilation, that could affect & in some case's did the electrics, but this was cured on later Galaxys. Even so, it's worth checking that all the windows open and close properly, the alarm is fault free and that the central locking operates reliably. Also check all the wipers. A separate problem can make them reluctant to switch off. And some 2.0 litre Galaxys have had problems with the engine's brain (Electronic Control Unit).
Behind the wheel got *****. The driving position isn’t as bus like as some MPV's, but you still sit pretty high. Even so, the seats and steering wheel feature plenty of adjustment, so most drivers will be able to make themselves comfortable. The dashboard is conventionally styled and clear. But visibility is compromised slightly by the four front pillars.
Space & practicality got *****. There's no need to remove any of the Galaxy’s seats to maximise luggage space, because the rear five seats all fold flat. There’s tons of headroom all round and enough legroom for seven adults. In five seat mode there’s a massive, well shaped boot, but when the 6 & 7th seats are raised, there’s only space for a couple of small bags. This is disapointing'ly, because as an MPV you are more like'ly to have all 7 seats up at most of the time.
Equipment got *****. There are three trim levels. LX cars have air con, a CD player, electric front windows and a heated front screen, but you need to step up to Zetec trim to add electric rear windows, alloys, climate control and electric driver’s seat adjustment. Ghia models get a CD changer, automatic lights and windscreen wipers and front and rear parking sensors.
Refinement got *****. The large glass area creates some wind noise at speed, but at least road and suspension noise are well shut out. Allthough the 2.0-litre diesel so far, can’t match the refinement of the Renault Espace’s diesel engines, it’s generally smooth and quiet.
Ride & handling got *****. The Galaxy isn’t as sharp as to drive as the S Max, because of its slightly softer suspension and extra height, but it still handles and steers well for a big MPV. The ride is generally compliant and comfortable, even large bumps fail to unsettle the Galaxy’s fine composure.
Performance got *****. There are four engines, but the 143bhp 2.0 is the only petrol option. The diesels are likely to be more popular, the 138bhp 2.0 turbodiesel, is flexible and strong enough for most needs.
Safety & security got *****. There are front and side airbags for the two front seats, while window airbags run the length of the cabin and there’s also a driver’s knee airbag. ABS is standard, but stability control is expected to be a cost option on most models. And an alarm and deadlocks to deter thieves.
Quality & reliability got *****. The interior is stylish, solidly constructed and there are plenty of appealing, soft touch materials on the top of the dashboard and the doors. Lower down and further back, the plastics aren’t as attractive, however. It’s too early too comment on long term reliability, but the previous Galaxy proved to be generally sturdy.
Buying & owning got *****. The Galaxy is comparable on price to rivals such as the Citroen C8, but it’s not clear yet if you’ll get such spectacular discounts on the list price. Carbon dioxide emissions and fuel economy aren’t brilliant, but the diesels return at least 43mpg. It’s too early yet to predict residual values.
Please fill free to drop us an email if theres anything we can help you with, and go ahead and tell friends about us and check out our links and let us no what you think. Because your appinions matter and we're allways changing to make things better. If you want a persiffic vehicle and its not here then let us know what it is at general33@hotmail.co.uk.
And our next blog will be called (Ford Fraction SUV concept)
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Monday, December 18, 2006
Ford's Granada verses Scorpio
The Scorpio was made from (1985 to 1998)
Scorpio was heavily based on the Ford Sierra, sitting on a stretched version of its floorpan, and using a similar styling philosophy set by both the Sierra and the third generation Ford Escort. The engines were well proven, starting with the venerable pinto engine unit in 1.8 L and 2.0 L, and the V6 Cologne engine in 2.4 L, 2.8 L and later 2.9 L displacements. In 1989, both the Pinto engines had been dropped, with an 8 valve DOHC engine replacing the 2.0 L model. The Scorpio was intended as a far more luxurious car than the Granada, so features such as leather upholstery, electrically adjustable seats, heated windscreen (front) and A/W/D, all made their first appearance on a European Ford. The car was very comfortable and had excellent rear legroom but surprisingly little lateral headroom. The biggest advance of the Scorpio was that it was the first mass market European car to have ABS as standard across the whole of it's range.Unlike the Granada, it was initially only available as a hatchback, and not as a saloon or an estate. This proved to be a mistake for Ford, which later introduced a saloon version in 1990, and the estate appeared two years later. There were few engineering changes over the years aswell, notably the introduction of the DOHC engines in 1989, and the Scorpio Cosworth with a 2.9 L 24 valve Cosworth V6 the following year.
The second generation Scorpio (available as a saloon or an estate only) had largely the same floorplan as its predecessor as well as all of the same engines that were in use at the end of the first generation's run. Many supension and handling improvements were made between the first and second generations (including self levelling rear suspension on the estates). It was also radically re styled both inside and outside, making it look more like a frog at the front. Inside the car were new arm chair style seats and improved interior quality, but outside the new look was controversial. Unusually, Ford never released the name of the designer and maintain to this day that the car outsold its expected figures (although they never released what those figures actually were). But the public and press reaction was largely negative. In April 1985 the third generation car arrived, which was essentially a rebadged Ford Scorpio, the Granada name being used in the UK and Ireland only, with the Scorpio badge being reserved for the top of the range versions only.
The final incarnation of the Granada proved itself to be a reliable and solid car. In August 2006, 12 years after the last model was made, a survey by Auto Express magazine revealed that more than 40,000 of the 265,640 MK3 Granadas registered in the UK were still on the road. And that the entire range was called Scorpio from 1994. Granadas were made from (1972-94). Because they had the MK 1,2,3 & 4. Weres Scorpio only had the MK 1 & 2.
(The actuall features you would get from say the Ford Scorpio would be:)
Heated front & rear windows, door mirrors & front seats,
Central locking,
ABS,
Leather interior,
Electric windows all round, door mirrors, sun roof & front & rear seats,
On board computer,
Air con,
Alarm,
Alloy wheels and Metalic paint.
Please fill free to drop us an email if theres anything we can help you with, and go ahead and tell friends about us and check out our links and let us no what you think. Because your appinions matter and we're allways changing to make things better. If you want a persiffic vehicle and its not here then let us know what it is at general33@hotmail.co.uk.
And our next blog will be called (Ford Galaxy 1995 to continuing)
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Monday, December 11, 2006
Ford GT40 v RS200
After a failed attempt by Henry Ford II to work with Enzo Ferrari on a bid for the 24 Hours of Le Mans race in the year 1963, the once potential partnership turned into a personal grudge match. So, with assistance from British racecar builder Lola, Ford constructed its own GT car. Named for its 40 inch height, the Ford GT40 ultimately bested the Italians in1966 with a phenomenal 1.2.3 finish at Le Mans, forever securing the GT40's place in infamy. Ford continued to dominate the world endurance racing circuit through 1969, when Ferrari withdrew from the series.
Decades later, the true car guys at Ford's Living Legends Studio have lovingly crafted the modern GT40 concept first shown at the 2002 North American International Auto Show in Detroit. The same group that created the award winning Ford Mustang Bullitt , and Forty Nine concept, sculpted and honed clay models into a shape that is unmistakably GT40. A significant departure from the angular 1995 interpretation dubbed GT90 that helped usher in the "new edge" design aesthetic, the GT40 concept is a faithful rendition of the original in production capable form.
The GT40 concept should do three things: go fast, handle exceptionally well, and look great, To be true to its Ford heritage, they had to create a supercar that would be uniquely a Ford. Anyone can do technology showpieces, high displacement engines, and modernistic designs, but there's much more to a Ford GT40. There's heritage and heart. We think this car remains true to the spirit of its predecessors. And not forgetting that they also raised the roof on a model, this was seen at Top Gear for when Jeremy Clarkson drove it. The aim was so that tall people could enjoy the GT40 aswell.
The Ford RS200 was designed to comply with FIA homologation regulations and based on Ford's Group B Rally car. Homologation rules stated that 200 examples of road going version must be created in order to compete in rally racing. The vehicle was so perfect that it held the Guinness Book of Records for being the world's fastest accelerating car.
The RS200 was created by Ford of Britain. It was based heavily on the European version of the Escort though its chassis was designed by a former Formula 1 designer named Tony Southgate. John Wheeler used his F1 engineering background to aid in the development. The vehicle was given all wheel drive and a mid mounted engine. Weight distribution was further improved by placing the transmission at the front of the car. Production lasted from 1984 through 1986. The body was constructed of a plastic and fiberglass composite and designed by the legendary firm, Ghia. The suspension was made up of a double wishbone setup with twin dampers on all wheels. The engine was a l.8 liter Ford four cylinder unit with Cosworth modifications. A turbocharger helped produce 250 horsepower for the road going versions and around 350 for the racing versions. Though some of the racing engines were highly tuned and produced horsepower in the 400 through 450 range.
Ford created the 200 road-going versions of the RS200 in compliance with FIA rules. They created additional spare parts which could have created in excess of twenty extra vehicles. These parts were ear marked for the racing efforts.
With a potent engine, lightweight construction, excellent weight distribution and all wheel drive the Ford RS200 was theoretically the ultimate machine. In reality, it lagged in the power to weight ratio in comparison to other vehicles. Also, the engine produced low RPM lag which made it difficult to be competitive.
The Ford RS200 best finish in Group B rallying competition came in 1986 at the WRC Rally of Sweden where it placed third. It did achieve mild success in other classes outside of Group B competition and it may have seen more in the Group B class but after one year of racing, the FIA disbanded the Group B and the RS200 became obsolete. The decision to disband came after Herni Toivonen and co driver Sergio Crestos died in an accident at the 1986 Tour de Course. Officials made the decision that the cars were too fast and posed to many safety risks. This was unfortunate on many fronts. The Group B racing was very competitive and just as exciting. To combat their shortcomings, Ford had planed on resolving the vehicles problems with the introduction of an (Evolution) version. The upgraded engine was estimated to produce between 525 and 800 BHP. The rest of the vehicles components were to receive attention such as the suspension, brakes, chassis, and more. 0 to sixty was estimated to take around 2 seconds. Its a shame they cant remake it.
And our next Blog will be called (Ford's Granada verses Scorpio)
Please fill free to drop us an email if theres anything we can help you with, and go ahead and tell friends about us and check out our links and let us no what you think. Because your appinions matter and we're allways changing to make things better. If you want a persiffic vehicle and its not here then let us know what it is at general33@hotmail.co.uk.
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Sunday, December 3, 2006
Ford Mondeo 1993 to continuing
The Mondeo Si and ST may be the performance models, but even the 1.8 and 2.0 perform well enough for most. They rev nicely and pull well through the rev range, and work well with the slick standard five speed box. Except the V6's will better 30mpg and while the diesels return over 40mpg, they lack refinement.
Mondeo’s road performance has always been its forte. Even against more modern cars, its ride and handling impress and nothing of its age in this class offers a sharper, better drive. The price you pay is a slightly firm ride and, "even then, it’s only a problem on very poor roads", but it’s worth it for the superb handling.
For the most part, the Mondeo is thoroughly impressive. The cabin is hushed and calm at motorway speeds and the four cylinder petrol engines again rev nicely and smoothly. The let downs are the V6, which is not as smooth as you’d expect, and as for the diesel it's far too noisy.
Hatch and estate models are more practical and popular than the saloons. All body styles came with a wide range of petrol and diesel engines throughout the car’s life, including the high performance ST models. All featured five speed manual gearboxes, but auto was optional on all petrols except the 1.6. Trims run from basic Aspen to luxury Ghia X.
The basic Aspen is decent enough, but it’s better to head up the range for a little more kit. In Feb ’98 air con became standard on most models. Mid range LX and GLX have plenty of toys, but if you want more luxury, go for Ghia or Ghia X, which bring CD changers, wood trim, leather and cruise control.
The 3.0 litre V6 petrol engine packs quite a punch, developing a super 217bhp and enabling the ST to hit 60mph in just 7.5sec. And it sounds great, too.
Six airbags, anti whiplash head restraints full curtain bags and anti lock brakes are standard, while the pedal box collapses in a crash.
Ford revised the Mondeo's dash in summer 2003 to give it a classier, more harmonious look and feel. The biggest change is the new look stereo in the centre console. As before, there's masses of space and adjustment of the steering column and seats, plenty of storage areas and a fine, logical layout.
The Mondeo is a vast car, easily housing five. If it has a fault it's that the rear headlining brushes the hair of six- footers if they lean back. Rear storage areas are noticeably absent, too. A sizeable boot can be extended into the cabin, though the familiar Ford failing of a split backrest but one piece rear cushion mars versatility.
The new Mondeo will preview as a stylish estate, an ideal bodystyle to preview the sporty, expressive appearance of the upcoming range. A few of the finer technical details may be secret for a little longer, but the Paris showcar's dynamic exterior design and spacious new interior will show the world just how different the new Mondeo range will look and feel.A wide range of dependable Ford powertrains will be available, from the highly efficient 1.6-litre Duratec petrol and 1.8-litre Duratorq TDCi diesel, to the powerful Duratorq 2.0 litre TDCi diesel. There’s also a high performance 2.5 litre turbocharged Duratec petrol unit derived from the engine in Ford’s performance ST range.
And the next Blog will be called (Ford GT40 v RS200).
Please fill free to drop us an email if theres anything we can help you with, and go ahead and tell friends about us and check out our links and let us no what you think. Because your appinions matter and we're allways changing to make things better. If you want a persiffic vehicle and its not here then let us know what it is at
general33@hotmail.co.uk.
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Saturday, November 25, 2006
Ford Focus 1998 to continuing
Ford Focus
The Ford Focus TDCi diesels are the pick of the range, however there are not many about on the used market, so if you can try for the 1.6cc, which is superb apart from its gearing, which can require downshifts on steeper motorway hills. The rest of the engines are refined and work very well, as does the five speed manual gearbox. The auto though is less impressive.The 1.4 is good, 1.6's are the best all rounders, and the 1.8 and 2.0 have more oomph, and the ST170 is a good hot hatch, while the Focus RS is a super hatch. The 1.8 turbodiesel is excellent. Most models are three and five door hatches, but there’s also a saloon and estate. A mild face lift in late 2001 only modified ventilation controls.
The Focus is entertaining to drive along all roads but is best driven on small country lanes, and is vry nice on motorways too. All models serve up this blend of competence, and all have superb steering feel, the ride can be on the firm side around town, but it is never crashy.
The Focus is built around the driver more, with it's stylish dash being an ergonomic delight, putting everything readily to hand. All of the controls are simple to find and operate. The steering wheel moves for height and reach, while the driver’s seat adjusts for height to give an excellent driving position.
The Focus may miss out on the last few millimetres of some rivals’ space, but it has loads of headroom, and only taller rear passengers will notice kneeroom at a premium. The boot of the hatch and saloon models is a pretty good size and well shaped, while the estate can cope with surprisingly large amounts. Focus to have a very nice blend of colours both interior and exterior.
The ST has a flexible 2.5 litre turbocharged engine and a six speed gearbox from Volvo that make it much more of a hot hatch than its lame predecessor. Initially, it doesn't feel so because its pulling power is spread over such a wide rev band, so there's no real perfomance explosion, but it's certainly quick as well as very driveable. And the looks say it all.
The ST is fitted out with body enveloping Recaro seats *leather on the top model* and extra instruments, and has a more sporty looking dash finish. Those seats make reaching the belt difficult in three door cars, but otherwise it's as easy and logical to use as any other Ford Focus.
All three versions of the ST have Recaro seats, extra instruments, a body kit and sporty interior trim. The best bet is the mid range ST 2, which adds a Sony MP3 player, xenon head lamps, a heated front screen and stability control. The range topping ST 3 adds leather Recaro seats and a CD changer.
Please fill free to drop us an email if theres anything we can help you with, and go ahead and tell friends about us and check out our links and let us no what you think. Because your appinions matter and we're allways changing to make things better. If you want a persiffic vehicle and its not here then let us know what it is at animalmuppit@hotmail.co.uk.
Our next Blog will be called (Ford Mondeo 1993 to continuing).
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