Ford Focus ECU - main malfunctions and repair methods. Ford Focus I sedan Ford focus 1 year

The American car Ford Focus has been mass-produced since 1998, in Russia this model is very popular. The brand is in good demand not only on the territory of the Russian Federation - in Europe it is constantly among the ten best-selling cars.

Ford Focus 1 generation CW170 replaced the outdated Escort model and was produced until 2004.

Focus-1 history

In 1995, the Ford concern began producing the 6th generation Escort, but this brand was not in great demand, and there were reasons for this:

• car design has become obsolete;
• car owners noted poor build quality.

The first photos of the new Focus model, taken by a secret shoot, appeared in the press in 1995, but the car was first presented to the public only at the beginning of 1998. Escort production continued for some time, but due to the increased popularity of Focus-1, the production of the obsolete Escort model was first significantly reduced, and by 2000 it was completely discontinued.

The first sales of the Ford Focus-1 began in Europe in July 1998, and since 1999 the car has also been produced for the North American market. In Asia and Australia, the Focus replaced the Ford Laser, and in 1999 the Focus MK1 was awarded European Car of the Year.

In 2002, the model was restyled:

• updated front optics;
• the bumper has changed a bit;
• a slightly different grille has become;
• modified fog lights;
• Added new body colors.

New seats began to be installed in the cabin, the set of additional options expanded - now for an additional fee in rich trim levels you could see:

• navigation system;
• xenon lamps;
• climate control with digital control;
• 6-disc CD changer.

Since the summer of 2002, Ford Focus-1 began to be produced in Russia, the assembly was carried out in the city of Vsevolozhsk, not far from St. Petersburg. In the same year, based on the restyled version, a sports version of the ST170 appeared, unlike the standard Focus, this car is equipped with:

Equipment

Auto Ford Focus-1 was produced in four bodies:

• 3 doors and 5 doors. hatchback;
• sedan;
• wagon.

The European-American car belongs to the small middle class, it has several basic trim levels:

• basic;
• "comfort";
• sports version ST170;
• Rally Sport, improved modification of ST170.

The standard equipment of the "first Focus" is quite modest, it includes:

• power steering;
• steering column with height adjustment;
• velor interior;
• driver and passenger airbags.

The "Comfort" variant additionally features:

• power windows of doors;
• air conditioning or climate control;
• central locking:
• CD radio;
• on-board computer;
• 4 audio speakers;
• Heated electric mirrors.

Salon

The interior of the Ford Focus-1 is quite modest, but the first car owners who moved to Ford from the Zhiguli and Tavriy had something to compare with - the interior of the car seemed fantastically beautiful and modern compared to domestic cars. Inside the Focus-1 car there is enough space even for tall people, despite the apparent compactness of the C-class model.

In the basic version, a head unit is installed, an alarm button is located above it, the radio control is located under the steering wheel on the left.

Body

The American Focus-1 has differences from the European car, and it can be recognized by the following features:

• on the front bumper, the “American” has orange dimensions on the sides;
• orange turn signals are installed in the grille;
• the front blue "Ford" badge on the American version does not rotate, unlike the European model.

Despite the fact that the FF-1 car is already quite “middle-aged”, its design is quite modern. The body of the "Focus" is trouble-free, and if the car has not been in an accident, its iron will not rust.

Engine

The line of Ford Focus-1 power units for Europe and Russia is represented by internal combustion engines with volumes from 1400 to 2000 cm³, there are 8 (Duratec 1600) and 16-valve engines:

• Zetec-E 1800/2000 cm³;
• Zetec-SE 1400/1600 cm³;
• Duratec 1600 cm³;
• Duratec 2000 cm³ for ST equipment (173 hp);
• Duratec 2000 cm³ for RS trim (218 hp).

Also in the range of engines there are two atmospheric 8-valve diesel engines with a volume of 1800 cm³:

• 90 hp TDDI With.;
• TDCI with a capacity of 101 hp. With.

American cars were mainly equipped with 2-liter Split Port engines, but it was these engines that had problems. The main disease of American internal combustion engines is the loss of the seat from under the valve of the cylinder head. There are no special complaints about Duratec motors with a timing chain drive and Zetec (with a timing belt), before overhaul they go at least 200-250 thousand km.

Automatic transmission Ford Focus 1

All Focuses of the first generation were equipped with two types of transmission:

• 4-st. automatic transmission;
• 5-st. manual gearbox.

The four-speed "automatic" on the FF-1 is quite reliable, exactly the same boxes can still be found on Mazda-6 or Mazda-3 cars. Driving a focus car with automatic transmission is quite comfortable:

• gears are switched on time;
• delays in switching and jerks are practically not observed.

The car may twitch a little under load and with the gas pedal pressed, but this is in the order of things. There is an overdrive button on the Ford Focus 1 automatic transmission lever - in this mode, only the first three gears work, and the engine can develop maximum speed. The Overdrive mode is well suited for dynamic, sporty driving.

Manual transmission

Manual transmissions are also quite reliable, but some problems may appear over time:

In order for the FF-1 car to serve properly, it is necessary to carry out maintenance in a timely manner, change oils and technical fluids in the units and assemblies of the machine in time. According to the factory settings, it is recommended to change the engine oil in the Focus-1 engine every 15 thousand kilometers, in difficult operating conditions it should be replaced more often. For Ford engines, the manufacturer recommends the use of Ford Formula F type 5W-30 oil, you can also fill in Ford fluids that meet WSS-M2C913-B and WSS-M2C913-A specifications.

According to the factory conditions, the transmission oil filled in the manual transmission should be enough for the entire life of the transmission. In the event of a leak, it is necessary to top up with the oil recommended by the car manufacturer. In the 4F27E automatic transmission, the Ford Focus 1 oil is changed after 50 thousand kilometers, if the machine is used infrequently, the replacement should be carried out after 30 months.

Ford Focus 1 Reviews

Among classmates, Focus-1 has excellent technical characteristics and a fairly affordable price. The reviews of car owners are mostly only the most positive, many car owners note:

• good handling;
• comfortable lounge with a pleasant, not creaky plastic;
• good dynamics with a 2.0 liter engine;
• roomy trunk, especially in cars with a station wagon;
• high anti-corrosion resistance of the body;
• soft suspension;
• reliability;
• very good sound insulation.

There are still a lot of Focus-1 cars on the secondary market, and they are relatively inexpensive. But the choice must be made carefully - there is a risk of buying a "killed" copy, and then you will have to invest a lot of money in repairs. Among the shortcomings of the "First Focus", car owners note the following:

• Windshield cracks quite often
• there is not enough space for passengers in the back row of seats (it is problematic for three of us to sit down);
• the rear suspension is rather weak, and since it has many levers, its repair is not too cheap;
• it is not always easy to buy spare parts for Focus-1.

You can often find responses from car owners who complain that the car is constantly “crumbled” - something always needs to be repaired in it. But it has already been noticed that drivers operating cars of Russian assembly leave reviews about the unreliability of the Ford Focus 1. American "Focuses" also do not inspire confidence in many - often cars from the USA end up in Russia after a taxi, and the mileage of these cars is usually rather big. Experienced motorists advise buying Focus-1 cars imported from Europe, they are the least of all problems.

In 1998, Ford made a splash in the automotive world, presenting the first generation Focus at the Geneva Motor Show, which replaced the popular Ford Escort. In 2002, the car underwent a minor update that affected the exterior, interior and technical component, after which it stayed on the assembly line until 2004.

The 1st generation Ford Focus sedan is made in the style of "New edge", which translates as "new edge". The car has a streamlined body shape with sharply defined edges adjacent to smooth lines, which gives its appearance confidence and a certain solidity. The front of the three-volume vehicle is crowned with a sloping hood, a pair of triangular headlights and a neat bumper with integrated foglights and turn signals.

The silhouette of the first Ford Focus in the sedan solution is not devoid of dynamism and is harmoniously tailored. The rear of the car is endowed with a sloping, albeit very high trunk line, beautiful lights and a raised bumper, which together create a feeling of compactness.

The "first" Ford Focus is a typical representative of the C-class, which is 4362 mm long, 1430 mm high and 1698 mm wide. The wheelbase is 2615 mm, and the ground clearance is 170 mm. The curb weight of the three-volume vehicle varies from 1090 to 1235 kg.

The interior of the "Focus" of the 1st generation looks interesting and original due to the layout of the front panel. On the instrument panel, located in a kind of crevice, there is a standard set: a speedometer, a tachometer, a fuel level sensor and a coolant temperature sensor. The rounded center console contains climate control knobs, a standard audio system (or a blind plug in its place), a small digital clock and oval ventilation deflectors.

The interior of the Ford Focus is characterized by high ergonomic performance and level of performance. In the interior of the car, inexpensive but pleasant finishing materials are used, the seats are dressed in solid fabric.

At the front, the first-generation Focus sits comfortably, helped by comfortable seats, an excess amount of space and wide ranges of settings. The rear sofa offers comfortable accommodation for three passengers, but the upright seating and limited legroom spoil the picture a bit.

In the arsenal of the sedan - a spacious luggage compartment, designed for 490 liters of cargo. The rear seat folds in unequal parts (in a 60/40 ratio), adding extra volume. A full-fledged “reserve” is based under the raised floor, and the compartment itself is unlocked with a key or button from the passenger compartment.

Specifications. For the "first" Ford Focus, four gasoline four-cylinder "aspirated" were offered.
The base unit is considered to be a 1.4-liter Zetec-SE unit with a 16-valve DOHC timing belt, generating 75 horsepower and 123 Nm of torque at 4000 rpm and combined with a 5-speed “mechanics” or a 4-band “automatic” (these transmissions rely on all fours).
Behind him is a 1.6-liter Zetec-SE engine with the same timing as the previous version, but its return has 100 “horses” and 145 Nm of torque at 4000 rpm.
Next in the hierarchy is a 1.8-liter Zetec-E engine with a 16-valve DOHC gas distribution mechanism that produces 116 horsepower and 160 Nm of peak thrust at 4000 rpm.
The role of the “top” is performed by the 2.0-liter 16-valve Zetec-E unit, the maximum potential of which reaches 130 “horses” and 183 Nm of maximum torque at 4400 rpm.

Depending on the installed engine, for a hundred kilometers, the Focus in a three-volume body consumes an average of 6.6 to 8 liters of gasoline, acceleration to the first hundred varies from 9.3 to 14.4 seconds, and the maximum speed is from 171 to 201 km / h.

There was also a 1.8-liter TDDI turbodiesel, available in two boost levels: 90 “horses” and 200 Nm of torque at 2000 rpm or 116 forces and 250 Nm of thrust at 2000 rpm. A couple of diesel "four" were "mechanics" or "automatic".

The Focus of the 1st generation is based on the Ford C170 platform, which implies the presence of a fully independent suspension with McPherson struts on the front axle and a multi-link part with a wheel steering effect on the rear axle. A hydraulic booster is involved in the steering mechanism, and disc brakes in the front and drums in the rear are responsible for slowing down (in expensive versions, disc brakes).

Among the main advantages of the car, the owners note the overall reliability of the design, comfortable suspension with steering effect, confident behavior on the road, a fairly roomy interior and inexpensive maintenance.
There are also disadvantages - mediocre sound insulation, sensitivity to fuel quality and poor paintwork.

Prices and equipment. In 2015, you can buy the "first" Ford Focus in the Russian secondary market at a price of 150,000 to 250,000 rubles, depending on the modification, year of manufacture and technical condition. It is worth noting that the basic version of the sedan has poor equipment: power steering, driver's airbag and adjustable steering column.

Let's not boringly retell the history of all three generations, especially since our today's car belongs to the first, and all the progressive people of the planet are already looking forward to the fourth. It is important for us to know that the history of this model goes back to the very beginning of the 90s of the last century. The prototype was called simply CW170 and, as you already understood, for a reason: the platform on which the first Focus is built is called C170.

Maybe it will seem strange to someone, but the second Focus, despite a lot of similarities, is built on a different C1 platform. It was this platform that replaced the C170 in 2004. But not in America. These guys, as usual, went their own way, and American Focuses were built on the C170 right up to 2011. And even before 2013, commercial Ford Transit Connect and Ford Tourneo Connect were built on the C170. Apparently, the platform turned out really successful.

In Russia, as already mentioned, the assembly of Focuses began in Vsevolozhsk in 2002. By that time, not only European cars (mainly of Spanish assembly, less often German), but also American ones, had entered our market. With significant, I must say, differences. As a result, servicing a used Focus by the second or third owner became somewhat nervous: it was not always clear which parts fit this particular car.

Our car today is a Ford in the best sense of the word. That is, it is precisely American, with miles on the tidy, with its own characteristics and somewhat strange decisions. Let's see how much it will cost to maintain such a car today, and whether it is worth buying the first Focus today. Given that its mileage is no less than 370 thousand kilometers.

Engine

We have a classic American Focus engine under the hood - a two-liter Zetec-E. This is a very reliable in-line "four" with a capacity of 131 hp. So, what will he throw at a high run?

In principle, nothing complicated and expensive will throw up, although its repair may be difficult precisely because of its American origin. But let's start in order.

Changing the oil is a procedure we are absolutely familiar with. And there is nothing in it that can alienate a person from Ford. There are many different filters on the market, prices - from 150 rubles. But with oil, it's not so simple.

Firstly, the oil that Focus “officially” requires is Ford Formula F 5W30 branded oil. Some believe that only it can be poured into the American Zetec-E, justifying their decision with the design feature of the “American”: the absence of camshaft liners. Indeed, instead of them there is only an oil cushion between the camshaft and the bed, so old, dirty and “singed” oil for this engine is very undesirable.

But the whole point is that it's easier to find living water than the original Ford Formula F 5W30 oil. Although, it would seem, it is in bulk in stores and car markets, and at a very attractive price - from 1,500 rubles per canister. Good synthetic oil cannot cost that much - it's a fake. In secret, we inform you that Castrol oil is filled in the Ford Formula F canister, but you can take everything that has a permit from Ford.

And do not believe the stories that oil consumption on a two-liter Zetec-E per liter per 5,000 km is the norm. On our car, with a run of 370 thousand, this motor consumes no more than 800 grams per 10 thousand. It's too much, but not critical yet.

As we have said, the American origin of Focus sometimes goes sideways. In particular - "thanks" to the traditions of servicing cars in the United States. There, a novelty from Ford cost absolutely junk money, and it was bought not only by middle managers, but also by cleaners, and students, and in general everything in a row. To be honest, the Focuses were taken “for slaughter”, and the cars were serviced somehow - the oil could not change for 30-40 thousand or more.

Things were so bad that Ford was even forced to abandon the hydraulic lifters in this engine for the American market - they, as you know, are sensitive to the quality of the lubricant. It happened back in 1998, and earlier Ford Escort and Ford Mondeo, which had the same engines, had hydraulic lifters. There are not even shims on the Focus, which causes the owners of these cars to have fierce bouts of hatred for the Americans.

It is understandable: over time, the valves still have to be adjusted, but there is nothing to do this with ... But there is a way out, even two. The first one is the most obvious and simple. Solid pushers are thrown out, and pushers with shims from the European Focus are put in their place. But there is a more sophisticated way. Its adherents weld pushers, then bring their length to the required one. There's only one advantage: it's cheaper. But to call these dances with welding adjustment the language still does not turn.

The air filter is easy to replace. But note that in addition to the filter itself, there is another small foam rubber filter in the housing. This is a crankcase filter. And it is not always available with an analogue. Someone does not put it at all, someone cuts it out of a sponge for washing dishes. It is better, of course, to find an analogue where this filter is, or buy it separately (it costs from 80 to 250 rubles). But the assumption that the task of this filter is to prevent water hammer in the event that water enters the intake seems to be nonsense. In fact, it just does not allow the oil from the crankcase ventilation (which is there, especially on engines with worn-out CPG) to scatter throughout the air filter. The filter itself costs from 150 to 400 rubles.

The timing drive here is belt. The original belt is unreasonably expensive - from three thousand and more, a good analogue is 800 rubles. When the belt breaks at the American motor, the valves do not bend, but in practice it is better not to check. If there is a lot of carbon deposits on the valves, and they do not close tightly, then it may knock.

Oddly enough, the service belt requires special attention. He himself is quite ordinary, but among other things, it drives the cooling pump. And taking into account the fact that attachments on the first Focus are a little capricious, there is a risk not only of being left without charging the battery and power steering, but also of overheating the engine. If there are squeaks, squeaks and other unpleasant noises from the side of the belt, it is better to eliminate the cause in time. The principle “just think, some kind of bearing, it's okay” may not work here. The mileage of these cars is such that everything has already been replaced several times, but still.

As for fuel, the myth that the American Focus loves 92nd gasoline is just a myth. It all started with the fact that there are two methods for determining the octane number of gasoline: research and motor (RON and MON). We have adopted a research method, and in the USA - in general, the AKI anti-knock index, which is considered as the arithmetic average between RON and MON. And their 87th gasoline is approximately our 92nd. But their 92nd corresponds to our 98th. This Focus is not needed, but the 95th is almost mandatory.

Radiator

price for non-original

3 000 rubles

Since this car is already worth very little now, some irresponsible citizens are trying to save very well on maintenance and repairs. Sometimes it makes sense. For example, the original radiator for this “American” costs up to 25 thousand, this is inhumane. But an analogue can be found for three thousand, and it will not be much worse. But, for example, engine mounts (which are not very hardy here and periodically generate vibration at idle, especially noticeable when the selector is in D) it is better to buy original ones: analogues often do not solve the problem.

The original, by the way, fits Mazda 3 BK and Volvo S40. Although these machines are built on the C1 platform from the second generation Focus, and they never had Zetec-E motors, the airbags on the American FF1s mystically fit “like native ones”.

And, finally, a few words for fans of "collective farming". The expansion tank is suitable from the "tens", although the analogue costs only 800 rubles. Someone managed to install a lambda probe from the same "chirp", but the further fate of the resulting Ford hybrids with the VAZ is unknown to science.

Transmission

It's funny to hear when they say that a good automatic transmission can drive 150-200 thousand kilometers before a scheduled repair. Here the box drove the entire mileage and, maybe, it will pass some more.

The 4F27E automatic transmission is the most common Ford/Mazda transmission. But on Mazda (there this box goes under the FN4A-EL brand), a slightly different mode of blocking the gas turbine engine, which, together with some other minor changes (for example, a softer rear cover), reduces the resource of the box. But these are Mazda's problems that Ford doesn't care about. Let's get back to Focus.

Usually all the care of the “machine” comes down to changing the oil. Ford's Mercon V is flooded here, seven liters are enough to replace the eyes. At the same time, you will have to change the filter (from 600 rubles to four thousand for a part with the inscription Ford, ha ha) and the pan gasket.

But the features of this “machine” only please. Firstly, it can be completely sorted out without removing it from the car. And this saves from seven to ten thousand for dismantling / installation. Secondly, some age-related “jambs” can be fixed without repair at all.

Over time, the brake band wears out in the box. It's okay, that's how it should be. But the consequences of this process are not very pleasant: first, there is a delay when switching from first gear to second, then also from third to fourth gear. But do not rush to change the tape!

First, remove the air filter and look at the bolt screwed into the automatic transmission. You will definitely see it there. On its head there can be a number from 1 to 7 or with letters of the Latin alphabet from A to E. This is the brake band locking bolt. With its wear, the length of the bolt becomes insufficient, and it can (and should) be changed to a longer one. Length step - 0.25 mm. There is no need to be afraid to put a bolt that is too long, in the worst case, switching from second gear to third will be lost - then you will need to put the bolt a little shorter.

If the bolt is screwed in the longest, and the shocks between the first and second remain, it is worth changing the brake band (1,100 for the original and 700 rubles for some strange unmarked product). Well, or it's time to sort out the box. This also happens, nothing is eternal, even 4F27E.

By the way, in Japan, on Mazda, these bolts were changed during maintenance. They had such an operation in the regulations, but not at Ford.

A much more frequent “surprise” on the transmission side is a dead front drive outboard bearing. He manifests himself with a hum, similar to the hum of a wheel bearing that is just starting to give off the ends, but of a higher tone. The original bearing costs more than six thousand. A good analogue is one and a half to two thousand. If it is not replaced in time, the walking drive can break the oil seal of the right drive shaft of the gearbox. And it's even more expensive.

Other troubles with the transmission can not be expected. The CV joints themselves are reliable, there is no all-wheel drive. Let's move on to the running gear.

Chassis and brakes

Let's start with the brakes. And here again a big hello from America: there is no ABS on these Focuses. Moreover, they have drum brakes at the rear, although they are disc brakes on all other Focuses. Thus, we have the most elementary braking system, the simplest of which is hard to come up with something. Almost like on our "penny". But there is practically nothing to break. The cost of consumables in the form of pads and front discs is low, there are no difficulties with the brakes. Another thing is suspension.

Front - traditional MacPherson. Quite reliable and almost trouble-free. Almost - because she's also American here. For example, finding out the parameters of a ball joint can be a very exciting experience. With the rest of the Focuses, everything is more or less clear: the first Focus has a cone size of 16.5 mm, the second, depending on the year of manufacture, has 18 or 21 mm. But in the US it's not like that. There may be a ball for 16.5 mm, 17 mm, 18 and even 19 mm ... Some, after repeatedly losing in this lottery, freak out and change the lever assembly. Well, it's also a way out, only expensive. In general, the ball joints are riveted there, so there are no original ones for sale. But the analogues come with bolts, so the old rivets are drilled out (it is very difficult to knock them out after cutting off the heads, although some could) and put new supports on the bolts. And it's really cheaper.

The only weak point in the front suspension is the strut bearings. They give themselves out with a crunch and clicks when turning the steering wheel in place. The bearing is inexpensive - from 300 to 500 rubles, and it is better not to save on it: it used to be changed two or three times in a row in an attempt to buy something 100 rubles cheaper.

About the rear multi-link suspension of the first Focus. The suspension is really good, but in a state of disrepair it can be a little busty. Here you need to choose the service very carefully. A complete overhaul of this multi-link (spare parts and work) in St. Petersburg costs from 16 to 30 thousand, and the prices for spare parts and labor differ twice. It’s not worth it to delay the repair too much, it’s better to diagnose everything in time and eliminate the malfunctions found.

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The weak points include spring-loaded (rear transverse) levers. Due to age corrosion, they can break. What this threatens, you yourself perfectly understand. It is best to put levers from the second Focus: they fit here, but their resource is higher. It will cost within ten thousand rubles (about three and a half for each lever and about three thousand for work).

Body and interior

The body of the first Ford is good, hot-dipped galvanized on both sides. The body's only enemy is age. Like it or not, but such an age-old car always has problems with the body. But usually they are minimal and easily solved. Body “iron” on the market in bulk, it is inexpensive. For the rear fenders, there are arch repair kits, which can also be bought for a thousand rubles.

And yet, when buying an American Focus, you need to be on the lookout. Most likely, he will be beaten, otherwise he would hardly have ended up in Russia. And check for a sticker in the doorway and a police nameplate under the windshield: there is no embossed VIN on these cars in principle, so registration with the MREO is not always easy. If there is no factory “asterisk” on the rivets of the nameplate, communication with traffic cops can be very delayed.

But be prepared for the gift of an American radio that catches only odd stations in 0.2 MHz steps. That is, say, 90.1, 90.3 or 90.5 can be caught. But 90.4 or 90.6 is not. Once upon a time there were businessmen who offered to reflash the radio to Russian frequencies, but now no one is doing this. So either change the radio (it's 1.8 din, the Yankees continue to burn with napalm), or ... well, buy a transmitter, or something ...

What is the result?

At a price of 150-250 thousand (depending on the region), the not very well-worn Focus can definitely be a good alternative to the same Hyundai Accent and other frankly budget cars made not for the USA and Europe, but for Third World countries. The difference will be very noticeable.

But be prepared for the fact that some parts are more expensive than you would like. And try to buy a European or even Russian Focus. The "American", as you can see, has a lot of difficulties with spare parts. In particular, a normal spare parts catalog with visualization and linking to the store did not appear. This makes it difficult to find not only analogues, but also the original. Sometimes you just have to come to the disassembly to make sure with your own eyes: yes, they are shooting from Focus USA with the same engine.

But, fortunately, Focuses are made with high quality and thoughtfully. If you do not get carried away with Chinese analogues and the collective farm, but put Ford spare parts or at least analogues of the middle price category, tested by fellow focus guides, then you will get a really comfortable and dynamic car for very modest money.

Would you buy an old Ford Focus?

Who wouldn't want to drive "Car of the Year 1999" or play the role of the unforgettable racer Colin McRae, who conquered the rally tracks behind the wheel of the Ford Focus? Especially considering that the purchase of this car is not associated with sacrifices: a functional and attractive body, an acceptable amount of interior space, quite successful and economical engines. An excellent suspension also encourages the purchase, thanks to which the car behaves as if it were glued to the asphalt.

Unfortunately, most of the offers on the secondary market are not in the best condition. A few years later, it turned out that the Ford Focus had problems with body corrosion.

Carefully check the equipment of the instance you are interested in. Modern appearance does not mean appropriate equipment - even after restyling, a car can have only one airbag and power steering. ABS and power accessories were not included in the list of basic equipment.

There is an opinion that the first generation Ford Focus engines are not suitable for the installation of LPG gas equipment. This is partly true. Plastic manifolds were susceptible to air bursts in the intake tract, but these disappeared with the advent of multipoint port injection. However, this is not a reason to neglect valve adjustment every 40,000 km, which will require about 5,000 rubles.

What can you do yourself?

timing belt

The process of replacing the timing belt in 16-valve 1.4- and 1.6-liter gasoline engines and diesel engines is not too complicated. The repair kit consists only of a toothed belt and a tension roller. In the case of petrol 1.8 and 2.0 liters, two or three rollers are already installed, depending on the year of manufacture and version. The services use a special tool to fix the shafts, but you can get by with "folk" methods. Unfortunately, 1.6-liter Focuses often come to car services with symptoms of poor performance of the power unit. On examination, it is found that the timing belt has jumped one tooth: the engine is running, but it is shaking, and it does not develop full power.

brakes

Replacing brake pads and discs or brake fluid does not require complex operations, special tools and great knowledge. Trouble can arise when trying to replace rusty tubes: practice and additional tools will come in handy to unscrew rusted tips.

All Ford Focus I have ventilated brake discs on the front axle (minimum thickness 20 mm) and non-ventilated discs on the rear axle (minimum thickness 8 mm) or drums (maximum diameter 204 mm). Brake fluid (about 0.7L DOT 4) should be changed every two years. The thickness of the pads and discs (a caliper will come in handy) must be checked at least once a year.

Power steering

All the first Focuses were equipped with power steering. Maintenance of the power steering is limited to tightness control (potential leaks - pipeline joints) and periodic fluid replacement.

0.5 liters of branded Ford S-M2C195A is used as a working fluid, which can be replaced with a fluid similar in its characteristics to automatic transmission oils, such as Transmax Dex III or ATF Multivehicle.

Engine oil

The capacity of the lubrication system for gasoline engines is 3.8 liters for a 1.4-liter engine and 4.3 liters for all others. There are no special requirements regarding the properties of the oil. It is enough to adhere to the class SH (API) or A1 / B1 (ACEA) and viscosity 5W-30 or 5W-40.

In the case of diesel units, it is necessary to prepare 5.6 liters of oil with a viscosity of 5W-30 class CF (API). Since turbodiesels were not equipped with a particulate filter, there are no strict requirements regarding the special properties of the oil. When replacing it, it is also necessary to install a new oil filter, which is the same in gasoline 1.6-2.0 liters as in diesel versions.

Ford recommends checking the engine oil level frequently and changing it once a year. In addition, there is also a mileage limit - 15,000 km. Given the age of the car and difficult operating conditions, it is better to reduce the recommended oil change period to at least 10 thousand km. The maximum allowable oil consumption must not exceed 0.5 l/1000 km. The distance between the MIN and MAX marks on the dipstick corresponds to: in gasoline engines - 0.75 liters, and in diesel engines - 1.5 liters. In winter, it is better to keep the oil level low for quick warm-up, and in summer it is better to keep the oil level high for better cooling.

The process of changing the oil itself is simple, and the filter is easily accessible from below. However, do not forget that used oil and an old filter are very dangerous for the environment and should not be thrown into the regular trash. It is advisable to give the waste for recycling. Unfortunately, at present such an opportunity exists only in a small number of cities in Russia.

Cooling system

Checking the tightness and operation of the system must be carried out regularly, preferably at the same time as checking the oil level. Coolant leaks are often caused by the plastic thermostat housing.

Coolant replacement is required after 5 years or 100,000 km. Ford recommends a fluid called Motorcraft Super Plus 2000, but general purpose coolants such as Radicool NF Castrol can also be used.

Note: power units, depending on the type, have different thermostat opening temperatures. The water pump is driven by a drive belt (not timing), which is worth having in the spare parts kit.

The volume of the cooling system: gasoline 1.4 and 1.6 liters - 5.5 liters; 1.8 and 2.0 l - 6.0 l; diesel - 6.5 liters.

Computer diagnostics

Ford Focus of the first generation, as a rule, did not give rise to visits to diagnostic centers. However, diagnostics can be very useful in troubleshooting not only the engine, but also assistance systems - ABS or ESP. To read errors, the universal KTS device, which is available in many car workshops, is sufficient. Therefore, a visit to a Ford Authorized Service Center is not necessary. The diagnostic connector can be found near the driver's feet on the panel under the cover.

VIN number

The identification number is located under the windshield (visible from the outside along with information about the number of airbags) and on the floor - at the feet of the front passenger. It is worth noting that by VIN number, unlike many companies, Ford allows you to find out not only the model year, but also the exact date of production: year and month.

Marking:

WFO - manufacturer code (Ford Germany),

body type: A - 5-door, B - 3-door, F-sedan, N - station wagon,

XX - unused characters,

G - country of manufacture (G - Ford Werke Aktiengesellschaft, Cologne, Germany), C - assembly (C - Saarlouis / Langley),

D - (D - Focus),

A - body version (repeat),

W - year of issue (W - 1998, X - 1999, Y - 2000, 1 - 2001, 2 - 2002, 3 - 2003, etc.),

P - month of production (here P is August, but the envy code is from the year of manufacture),

12345 - serial number of the body.

Chassis

Everyone knows about the need to adjust the geometry of the suspension. But in the case of the Ford Focus, the rear suspension must also be adjusted. The process itself is not complicated - for this, there are eccentric bolts on the auxiliary beam that secure the wishbones. Unfortunately, the bolts get very rusty and have to be cut off to adjust. Therefore, before the procedure, it is necessary to purchase new bolts in advance.

The front wheel toe-in must be set to 0 and the rear wheel toe-in to 2.5 mm (tolerance +/- 1 mm). The reason for the departure of the angle of inclination of the wheels (camber), as a rule, is the wishbones of the suspension.

cabin filter

The cabin filter is recommended to be changed once a year. Its low price allows you to do it without hesitation. The filter can be accessed under the hood, next to the bulkhead (right). To get to it, you must carefully release the latches on the mounting plate and bend up the plastic cover. After replacing the filter, everything falls into place. For all modifications of the model, the same cartridge with a size of 350x167x29 mm is suitable. On the market you can find many alternatives of various brands, both conventional and coal.

Air filter

During the annual maintenance, it is enough to check the condition of the filter and clean it thoroughly. You can use a compressor for this. Ford recommends changing the filter every 45-60 thousand km. Fortunately, it is very cheap - only about 250 rubles, so in case of any doubt about its performance, it is better not to hesitate and replace it. The filter has dimensions of 265x147x47 mm and is suitable for almost all power units, with the exception of the Focus ST.

To replace the filter, you will need a socket wrench, which you need to unscrew 4 screws around the perimeter of the housing. During replacement, thoroughly clean the air filter housing with a cloth or compressed air. After installing a new cartridge, pay attention to the location of the seal - a loose or deformed seal does not perform its important functions.

Tires

In models with an engine up to 130 hp. 14" wheels on 5" wide steel rims or 15" wheels on 6" wide alloy wheels are used. Sport versions are shod with 17- or 18-inch wheels. When there are 3 people in the car, it is necessary to set the pressure in the front and rear wheels to 2.2 atm. (0.22 MPa). When fully loaded, it is necessary to increase the pressure on the front axle to 2.3 atm. (0.23 MPa), and on the back up to 3.1 atm. (0.31 MPa).

Lamps and fuses

One of the major changes in the 2001 Ford Focus upgrade was the headlights. In pre-styling cars, one H4 60/55 lamp was used for low and high beams. After that, the H7 lamp was responsible for the low beam, and both 55W for the far H1. The lamps in foglights have also changed: H1 gave way to H11, in ST 170 - H3. Xenon was available as an option.

Access to the headlight bulbs is difficult, but not to the point of hopelessness. First you need to remove the metal latches, then the black cover, and then you can already remove the light bulb. Most other lamps are only accessible after the housing has been removed. Although the glass reflector screws are easily accessible, do not try to unscrew them - another screw is located in the bend and is difficult to get to.

The Focus uses medium sized flat fuses. The color indicates the current that the fuse can withstand: brown - 7.5 A, red - 10 A, blue - 15 A, yellow - 20 A, white - 25 A, light green - 30 A, orange - 40 A. And remember that a blown fuse often indicates a fault that needs to be found.

What breaks inFord Focus?

Even great-looking specimens can further unbalance their owner with quite significant flaws - so a thorough inspection before buying is a must! Compact Ford is not a very reliable car. Its main problem is rather rapidly progressive corrosion, which can be found on the edges of the doors, inside the thresholds, on the suspension elements and on the exhaust system. Particular attention should be paid to the condition of the brake hoses and tubes.

Gasoline units, like Endura diesels, are quite reliable. In Duratorq diesels, the problems relate to a dual-mass flywheel (a resource of about 150 thousand km), a starter, injectors, an exhaust gas recirculation valve (unfortunately, it is combined with an aluminum manifold). The suspension tolerates Russian roads well, and its complete overhaul with original spare parts will cost 60,000 rubles. Repair will be much cheaper if you change only individual elements, and not the entire lever assembly.

Rust attacks from behind

While the front of the body resists corrosion quite well, its rear end gives up quickly. Wheel arches and rear sills are the most common spots for rust. If you come across a copy without traces of corrosion, buy it without hesitation. The rear brake pipes are also subject to corrosion, which is not safe.

Corrosion on elements such as the anti-roll bar or stabilizer bushing brackets is not terrible. But, it would seem, a simple replacement of the stabilizer rubber bands turns into the use of a grinder and a set of new brackets.

Steering gear

The steering mechanism can become a source of trouble in two cases: fluid leakage at the junction of pipelines and the appearance of play in the steering rack. The recovery process, depending on the service, will require from 10 to 30 thousand rubles.

fuel injection system

A diesel engine with a common rail system can cause many problems. One of them: the failure of the high pressure pump leaks in the fuel system.

Branch pipe turbine-intercooler

The problem is only the TDCi version. Loss of power and soot from the exhaust pipe have a prosaic cause - damage to the pipe connecting the turbine to the intercooler (intercooler). The branch pipe (about 1000 rubles) can be replaced independently.

Multi-link suspension

The secret of the ideal behavior lies in the multi-link rear suspension. Unfortunately, the cost of its maintenance is quite high. After 100,000 km, backlash appears in the chassis. The transverse arm often breaks first. Replacing several levers is not so expensive, but you will have to fork out well for all the elements - more than 10,000 rubles. It is not so easy to dismantle the levers of the system - the bolts are strongly seized.

Engines: typical problems and consumption?

Petrol 1.4 and 1.6 of the Zetec-SE family

The aspirated 1.4-liter debuted earlier in the Fiesta, where it had slightly different parameters. The 1.6-liter engine came out with the Focus. While the 1.6-liter does its job satisfactorily, the 1.4-liter is too weak. This is reflected in the market - there are few cars with a 1.4-liter engine. Both motors are reliable and easy to operate.

The 1.6-liter unit was developed by Japanese Yamaha engineers. It is an aluminum block with a 16-valve head, mechanical valve clearance adjustment and a timing belt. The powertrain guarantees the perfect compromise between performance and fuel consumption. He is content with 8 liters of fuel per 100 km, which is not bad compared to competitors, but far from sensational. Sprint to hundreds takes 11.3 seconds. In the upper rev range, the motor lacks elasticity - it takes more than 20 seconds to accelerate from 80 to 120 km / h.

The 1.6 liter engine, even with high mileage (more than 200,000 km), does not show any signs of wear. In particular, there are no leaks and abnormal oil consumption.

Petrol 1.8 and 2.0 of the Zetec-E family

This offer is for the more demanding. Structurally, these are modernized engines of the old Mondeo. The Zetec-E family has a more massive design than the SE, also due to the cast-iron cylinder block. With frequent high loads, this solution extends the service life. The crankshaft and connecting rods in the engines are the same. The difference in working volume is achieved due to the diameter of the cylinders.

Engines do not have typical faults, which are more often random: ignition coils, small oil leaks (defective oil plugs at the beginning of production), the need to flash the ECU (also the first Focuses).

The 1.8-liter version consumes an average of about 9 liters per 100 km, and acceleration to 100 km / h takes just over 10 seconds. The 2-liter engine is even less economical, but allows you to enjoy driving. For lovers of fast driving, sports versions of the ST 170 and ST are provided. The latter has an advanced design with forged pistons and connecting rods.

Diesel 1.8TDDi

The Endura series engines are Ford's first direct injection diesel engines. They use a classic rotary injection pump. The difference in power is achieved through different software. These diesels are forced to reckon with loud and not pleasant work. The reward will be - low cost of operation: the unit does not cause too much trouble. The weakest version accelerates to 100 km / h in 14.5 seconds and burns an average of 5.5 liters of fuel.

Diesel 1.8 TDCi Duratorq (Common Rail)

In the 21st century, fans of diesel engines cannot stand increased noise and weak dynamics. The standard is diesel with direct injection using a common rail system, which is supplied with fuel by a high pressure pump. Then it enters the injectors, which dose the fuel supply to the cylinders with incredible accuracy. The injection system is supported by an efficient variable geometry turbocharger and charge air cooler. It also uses a dual mass flywheel. Fortunately, the Duratorq only complies with Euro-3 standards, and therefore does not have a particulate filter. The result is good performance and reliability. The Endura cannot compete with the Duratorq in this respect. However, the Delphi 1.8 TDCi fuel system is sensitive to fuel quality. In the event of its failure, the cost of repairing the injection system will be about 10,000 rubles.

The weakest version reaches 100 km/h in less than 12 seconds, the more powerful version in less than 11 seconds. The Duratorq's elasticity is better than the Endura's, with the former taking just 10.5 seconds to accelerate from 80 to 120 km/m, while the latter takes 22 seconds. It is curious that the average fuel consumption of a more modern engine is higher - about 6.5 liters per 100 km. In addition, it requires a lot of troubleshooting costs.

The blocks of both TDDi turbodiesels are made of cast iron, which in the late 90s was considered a sign of deep conservatism. Motors have become a further continuation of the old and problematic 1.8 TD. Fortunately, the engineers managed to get rid of the main drawback - two toothed belts. New engines have received a more reliable solution. The lower pulley of the crankshaft drives the injection pump through a drive chain, which theoretically has a lifetime. The camshaft, in turn, is connected to the injection pump by a short strap. The belt is able to withstand more than 100,000 km. But remember that if it breaks, the valves will be destroyed, so you should not forget about replacing. Attention! During production, Ford changed the shape of the teeth of the camshaft gear and belt. Please read the service documentation before replacing.

A typical drawback of Focus turbodiesels is a small resource of a dual-mass flywheel (about 100,000 km). The total cost of repairs can be about 25-30 thousand rubles. Another common problem is air leakage due to cracking of the intake pipes. The cost of repair is about 1000 rubles.

Transmission

The model range used two mechanical (MTX-75 and IB5) and one automatic transmission. Both manual transmissions are quite reliable, and IB5 is the most widely used. With age, the likelihood of wear of bearings and synchronizers increases. In IB5, 5th gears are the most vulnerable. They are located at the very top of the box, and therefore the loss of even 200 ml of oil "dehydrates" the gears, which leads to wear.

Automatic transmission 4F27E is quite hardy, and before the first major repair it lasts 250-350 thousand km. Solenoids are handed over a little earlier - on a segment of 150-250 thousand km. This is one of the few machines that can be sorted out without removing it from the car. Overhaul will require about 50-70 thousand rubles.

American version

The Focus, after the first generation Mondeo, became Ford's next international model. In the US, he bore the name ZX3, ZX4, ZX5. The number means the number of doors. From a purely practical point of view, the American versions of the Focus are of little interest. A compact with a weak two-liter engine and an automatic transmission is gluttonous and too expensive for a low level of comfort. Corrosion is another problem that is common to most inexpensive cars that have survived ocean voyages.

Specifications Ford Focus I

Petrol versions

Version	1.4 16V	1.6 16V	1.8 16V	2.0 16V	2.0ST	2.0 RS
Engine	Petrol	Petrol	Petrol	Petrol	Petrol	Benz. turbo
Volume	1388 cm3	1596 cm3	1796 cm3	1988 cm3	1988 cm3	1988 cm3
	R4/16	R4/16	R4/16	R4/16	R4/16	R4/20
Max power	75 HP	101 HP	115 HP	131 HP	173 HP	215 HP
Max. torque	123 Nm	145 Nm	160 Nm	178 Nm	197 Nm	310 Nm
Speed	171 km/h	185 km/h	201 km/h	201 km/h	216 km/h	232 km/h
Acceleration 0-100 km/h	15.1 sec	10.4 sec	9.2 sec	9.2 sec	8.2 sec	6.7 sec
Average consumption in l / 100 km				10.5		13.0

Diesel versions

Version	1.8TDDi	1.8TDDi	1.8 TDCi	1.8 TDCi
Engine	turbodiesel	turbodiesel	turbodiesel	turbodiesel
Volume	1753 cm3	1753 cm3	1753 cm3	1753 cm3
Arrangement of cylinders / valves	R4/8	R4/8	R4/8	R4/8
Max power	75 HP	90 HP	100 HP	115 HP
Max. torque	175 Nm	200 Nm	240 Nm	250 Nm
Dynamic performance (manufacturer data)
Speed	165 km/h	180 km/h	185 km/h	196 km/h
Acceleration 0-100 km/h	14.4 sec	12.4 sec	11.6 sec	10.7 sec
Average consumption in l / 100 km

The Ford Focus car, which replaced the "", began to be produced in Germany and Spain since 1998. A year later, the production of this model began in the United States and Mexico, and in 2002, Focus entered the assembly line of a new plant in Vsevolzhsk, Leningrad Region.

The car was offered with sedan, hatchback (three- and five-door) and station wagon bodies. Ford Focus was equipped with petrol engines 1.4 (75 hp), 1.6 (101 hp), 1.8 (114 hp) and 2.0 (130 hp). The 1.8-liter turbodiesel had versions with a capacity of 90 and 116 hp. With.

In 2002, "charged" versions of the Focus ST170 and Focus RS appeared. The ST modification had a two-liter Duratec engine under the hood, boosted to 170 hp. with., and "ereska" (of which only 4500 pieces were produced) was equipped with a turbocharged version of the same engine with a capacity of 215 hp. With.

With the advent of the second Focus in 2004, the production of first-generation cars in Europe ceased, and in the American market this model was sold until 2007. The American version of the car was equipped with petrol engines of 2 and 2.3 liters.

2nd generation, 2004

The second generation car debuted in 2004. Appeared in the list of body types, and under the hood of European versions - new turbodiesels with a volume of 1.6 and 2 liters. On the Russian market, the Ford Focus was offered with petrol engines 1.4 (80 hp), 1.6 (100 and 115 hp), 1.8 (125 hp) and 2.0 (145 hp), as well as 1.8 -liter turbodiesel with a capacity of 115 liters. With.

The “hot” hatchback Ford Focus ST received a 2.5-liter five-cylinder turbocharged engine, while the RS version had the same engine boosted to 305 “horses”. In 2010, a 345-horsepower special version of the RS500 was produced with a run of 500 cars.

In 2008, the model was restyled and was produced in this form until 2011. In China, this car is still produced by the Changan-Ford joint venture.

For the American market, from 2008 to 2011, the Michigan plant produced its own version of the Focus, which was significantly different from the European one. This car had versions with sedan and coupe bodies, and under the hood it had a two-liter engine with 140 hp. With.