focuses
Since the first generation, the Focus has retained a signature sore - a souring hood opening lock.
Pay attention to the chrome trim on the trunk lid: corrosion at the point of contact with the body appears after two or three Russian winters. Since the first generation, the Focus has retained a signature sore - a souring hood opening lock. Pay attention to the chrome trim on the trunk lid: corrosion at the point of contact with the body appears after two or three Russian winters.
In winter, the touch buttons of the trunk lock often freeze due to moisture. In addition, the Focus has had a signature problem since the first generation - a souring hood opening lock. In order for it to open easily, you need to lubricate the inner surface of the emblem covering the lock cylinder. Better yet, replace the standard plastic lock (RUB 3,000) with a metal one from Mondeo. The central locking often fails, causing not only the doors to be blocked, but also the gas tank flap. Therefore, an attempt to refuel with a faulty central lock may be unsuccessful.
Salon
Is the body galvanized?
Among other very useful and necessary technologies that contribute to the comfortable and trouble-free operation of the Ford Fusion, body corrosion protection stands out. Looking through various Internet resources and analytical articles, you can notice conflicting comments about the presence or absence of galvanization of the model body.
Even many owners write that Ford Fusion is not protected from corrosion by the factory method. It is interesting, however, that the car is considered quite resistant to the harmful effects of aggressive substances and chemicals on the roads. Even after many years of use, the machine body retains its integrity and has virtually no corrosion.
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For an accurate answer to the question of whether the body of the Ford Fusion is galvanized, you should refer to the official documentation. All automakers are required to coordinate the use of all special technologies with authorities monitoring the state of the natural environment and assessing the impact of production on it. According to the surviving indicators of the product market department of manufacturing countries that use galvanized bodywork, it can be confidently stated that the Ford Corporation uses this method to protect the metal of the Fusion model from corrosion.
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Interior of the restyled Ford Focus II (2008)
Interior of the restyled Ford Focus II (2008)
The interior of the "Focuses" is assembled carefully and conscientiously. Even with age, squeaks and crickets do not bother him. And fabric upholstery is easy to dry clean and is wear-resistant. True, it happens that interior equipment and electrics are moping. There have been complaints about the failure of seat heating. Moreover, for the original “hot water bottle” you will have to pay about 10,000 rubles. There are known cases of climate control vagaries due to the failure of the cabin temperature sensor (RUB 2,500). Therefore, checking the performance of the air conditioner before purchasing a used Focus is advisable. Also run the “stove” in different fan modes - a “whistle” from the motor will indicate its imminent demise. The new electric motor will empty your pocket by 7,500 rubles. True, a burnt resistor (900 rubles) can often be the culprit for the sudden “death” of a fan. Low beam and headlight bulbs often burn out, and to replace them you have to remove the headlight unit. And in winter you need to be prepared to replace failed elements of the side mirrors. The new amalgam is estimated at 2000 rubles.
Engine
Mechanics praise the basic 1.4-liter engine - it has practically no congenital problems. The main thing is not to forget on time, every 80 thousand km, to update the timing belt. True, due to its modest volume and power, it is usually “twisted” to the fullest and it works for wear, falling into second hands already at the limit of its resource.
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The 1.8 liter engine cannot be distinguished externally from the 2.0 liter one.
But the electronic control units differ significantly: the programs of those that work with 1.8 clearly have more errors. The 1.8 liter engine cannot be distinguished externally from the 2.0 liter one. But the electronic control units differ significantly: the programs of those that work with 1.8 clearly have more errors.
The 1.6-liter engine (100 hp), which was installed on the first Focus, rightfully bears the title of the most widespread and reliable. It accounts for more than a third of all “Focuses” presented on the market today. The South African-assembled motor is intended for use in third world countries. Its simple design determines excellent maintainability and low cost of operation. But many consider this unit to be rather weak for a modern car. Especially paired with an automatic transmission.
Another thing is its 115-horsepower brother, equipped with a variable valve timing system on the intake and exhaust shafts. The engine's thrust is already quite sufficient in all modes, and it gets along much better with an automatic transmission, and in terms of efficiency it is not inferior to the 100-horsepower version. Only this modern motor quickly “runs out” of the phase reflex coupling (RUB 11,500). True, on modernized machines the unit has become more durable.
Modifications with “fours” with a volume of 1.8 and 2.0 liters are second only to versions with a 1.6 liter engine (100 hp). Both engines are identical in design and suffer from common ailments. The service life of the engines is 350 thousand km. And the timing drive has a long-lasting chain, which is usually replaced after 200 thousand km. But in order for the engines to live safely into old age, after the first “hundred” you should pay attention to the valve cover gasket (RUB 1,000), which begins to poison the oil. However, at first you can limit yourself to tightening the bolts that are weakening due to vibrations. And then only replacement. By this time, as a rule, the upper hydraulic engine mount wears out (RUB 3,500).
The unreasonable melancholy of the 1.8-liter engine (it appears less frequently on the 2.0-liter) - poor traction and cold starts, rough idle speeds and increased fuel consumption - was associated with unfinished software of the electronic engine control unit. Therefore, dealers changed its firmware depending on the malfunction, although they were extremely reluctant to take these measures. Ignition coils, high-voltage wires, and fuel pumps are also short-lived. The throttle body and the exhaust gas recirculation valve become dirty quite quickly. Neutralizers (34,000 rubles) do not differ in mileage either, the life expectancy of which depends on engine oil consumption. If the engine's appetite increases to 200 grams per 1000 km, you need to sound the alarm and contact service. Otherwise, expensive repairs are guaranteed.
It is advisable to change the oil in a 1.8 liter turbodiesel every 5–10 thousand km, and refuel only at proven network gas stations. And then the high-pressure fuel pump (HFP) will cross the 200 thousand km mark. Repair - from 30,000 rubles. You will have to spend money on new injection nozzles (RUB 12,500 each) and flush the exhaust gas recirculation valve. After 100 thousand km, the dual-mass flywheel wears out. A similar problem, by the way, occurs on the 2.0-liter gasoline engine. If you feel jerking when starting off and a characteristic rattling sound, change it immediately. The part is expensive - from 25,000 rubles, but the consequences of the destruction caused by the flywheel will be even more noticeable.
Transmission
On a manual IB5 gearbox, after 50–80 thousand km, “departures” of the second gear are known due to weak synchronizers. And when working with an increased load, the pinion axis in the differential may burst, which threatens a hole in the crankcase and repairs costing 100,000 rubles. If during a test drive the box “howls like a beast,” it means the input shaft bearing is worn out. And it urgently needs to be changed. Otherwise, the consequences can be depressing.
But the “mechanics” of the MTX75 are more durable. True, over time, oil seals and gear shift rod seals leak, and due to the low level of transmission oil, the shafts and gear rims quickly wear out. The clutch can last 100 thousand km or more, if not for a weak release bearing, made in a single block with the clutch slave cylinder, which wears out after 50 thousand km.
But the “automatic” is as simple as five kopecks and reliable as a tank. The 4F27E gearbox was installed on various Ford models back in the late 1980s, so today it is almost completely free from childhood diseases. After 150 thousand km, you will only need to repair the valve body (RUB 22,000) and replace the pressure regulator solenoids.
Suspension
Determination of galvanization type
There is special equipment with which you can find out whether the selected car is galvanized or not. But such devices are expensive, and you won’t see them in every car service center. By carefully studying the documents on the car, you can find out whether the body is galvanized. 1. Cheap cars are not hot galvanized, much less galvanized. 2. If the instructions indicate that the car is galvanized, this means: - its individual elements are treated with a zinc-containing primer. 3. The vehicle is properly galvanized only if the instructions indicate that the car is completely galvanized.
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With the driving properties of the Focus II, everything is in perfect order thanks to the exquisitely tuned independent suspension. Its main elements are long-lived. The idyll is broken by the support bearings of the struts, “nursing” on average 40–70 thousand km. Approximately the same amount was allocated to the wheel bearings, which are replaced as an assembly with the hubs. When replacing, do not forget about the ABS sensors - they are often damaged during dismantling. Light knocks in the suspension after 40,000 km will make themselves felt by the stabilizer struts. But the bushings last almost twice as long. At the same time, at 80–110 thousand km, the turn will come to update the ball joints assembled with a lever and silent blocks. And then shock absorbers are on the way (4,200 rubles each).
In the rear suspension, the stabilizer struts are updated every 60–80 thousand km. The bushings last on average one and a half times longer. By “hundred” the lower control arms wear out. Shock absorbers (3,800 rubles each) have a slightly longer lifespan - they often reach 110–140 thousand km.
In the steering system, the rod ends are enough for 50–80 thousand km. And the rack itself on the first cars was even changed under warranty, but by 2008 it became more durable. Moreover, versions with 1.4 and 1.6 liter engines were equipped with a traditional hydraulic booster, and more powerful modifications came with an electro-hydraulic power steering, which can “burn out” the pump control board. Usually you have to change the entire assembly for 28,000 rubles.
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In the rear multi-link, keep an eye on the silent blocks of the trailing arms (circled), they can be borrowed from the twin - Mazda 3. Stabilizer struts (indicated by an arrow) can be of two types: with and without ball joints (on bushings).
The latter last longer, but keep in mind that the racks are not interchangeable. In the rear multi-link, keep an eye on the silent blocks of the trailing arms (circled), they can be borrowed from the twin - Mazda 3. Stabilizer struts (indicated by an arrow) can be of two types: with and without ball joints (on bushings). The latter last longer, but keep in mind that the racks are not interchangeable.
Bottom line
Finding a technically serviceable Ford Focus II will not be difficult. If you are not satisfied with modifications with reliable 1.4 and 1.6 liter engines (100 hp), you can find a Focus from Europe with an equally reliable 2.0 liter turbodiesel. True, we have few such versions. And it’s better to opt for post-restyling cars - they have already suffered from childhood diseases.
Ford Focus II (2004–2011): case history
First substitutions
To avoid any problems maintaining the warranty, I had my first MOT done at the dealer, read more here. It came with its own consumables and discounts from the salon of no more than 5,000 rubles. The dealer did not perform any further maintenance or repair work.
I'll start with the first replacement and these were the front brake pads, which I replaced at 24 thousand. Naturally, this was facilitated by the automatic transmission and the rather low curb weight of the second Focus (1362 kg). and a rather active driving style at that time, which was provoked by the 2.0 engine.
After the end of the two-year warranty, at a mileage of just over 30 thousand kilometers, a roller whistled in the drive of engine attachments. I started searching the Internet and it turned out that it was a warranty case. Since the whistle appeared only in winter and only when it was cold, I did not pay attention to it and calmly drove on.
The next replacement is the rear pads (I have disc brakes) and spark plugs at 40 thousand. I bought the spark plugs in advance, since it was at this mileage that replacement was due. Having unscrewed the spark plugs, I saw that the factory ones were in good condition and would still cost 20 thousand for sure. But since I had already bought new ones, I decided to replace them. By the way, along with the pads, due to my negligence, I had to lure the brake pad.
