Ford Focus WRC...
Ford Focus WRC...
Thread Starter
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Joined: Dec 2001
Posts: 169,058
Likes: 23,836
Specifications
Engine
Type: Inline-4, Turbocharged (Garrett)
Displacement cu in (cc): 123 (2000)
Power bhp (kW) at RPM: 300(224) / 6000
Torque lb-ft (Nm) at RPM: 406(550) / 4000
Redline at RPM: n.a.
Brakes & Tires
Brakes F/R: vented disc/vented disc
Tires F-R: Gravel: R15 (magnesium)
Asphalt: R18 (magnesium)
Driveline: All Wheel Drive
Exterior Dimensions & Weight
Length × Width × Height in: 170.1 × 70.2 × n.a. (depends on the setup)
Weight lb (kg): 2711 (1230)
Performance
Acceleration 0-60 mph s: n.a.
Top Speed mph (km/h): n.a.
Fuel Economy EPA city/highway mpg (l/100 km): n.a.
Engine
Type: Inline-4, Turbocharged (Garrett)
Displacement cu in (cc): 123 (2000)
Power bhp (kW) at RPM: 300(224) / 6000
Torque lb-ft (Nm) at RPM: 406(550) / 4000
Redline at RPM: n.a.
Brakes & Tires
Brakes F/R: vented disc/vented disc
Tires F-R: Gravel: R15 (magnesium)
Asphalt: R18 (magnesium)
Driveline: All Wheel Drive
Exterior Dimensions & Weight
Length × Width × Height in: 170.1 × 70.2 × n.a. (depends on the setup)
Weight lb (kg): 2711 (1230)
Performance
Acceleration 0-60 mph s: n.a.
Top Speed mph (km/h): n.a.
Fuel Economy EPA city/highway mpg (l/100 km): n.a.
All-New Ford Focus Rally Car: Technology and Intelligent Solutions
Ford of Europe officially unveiled the all-new Ford Focus RS World Rally Car 06 at the 2005 Bologna Motor Show in Italy. The car will be Ford's challenger in the FIA World Rally Championship from 2006 onwards and was unveiled in the eye-catching livery in which it will make its full competitive debut in January's Monte Carlo Rally.
It is based on the high-performance Ford Focus ST road car, which is being launched across Europe this autumn. The new Focus RS WRC 06 has been designed and built in less than 11 months by an experienced and innovative engineering team led by Christian Loriaux, technical director at British-based company M-Sport which operates the Blue Oval's WRC programme. His team has worked closely in the development with Ford TeamRS, Ford of Europe's performance road car and motorsport arm.
Engine
Although the Focus ST model on which the World Rally Car is based uses a 2.5-litre, five-cylinder engine, rallying rules do not permit an engine of that size. However, the regulations do allow teams to use another engine from elsewhere in the Ford Focus model range, so M-Sport opted for the 2.0-litre Duratec unit, with the addition of a turbocharger and the mandatory 34 mm inlet restrictor. French engine specialist Pipo Moteur was employed to assist with the initial development of the new unit. M-Sport also used its own in-house transient dynamometer and made use of data from Ford TeamRS to fine-tune the specification. One advantage over the outgoing rally car is that the new engine has an all-alloy block. This allows for a reduction in weight and also a transfer of weight away from a relatively high position, thereby helping to lower the car's centre of gravity.
Suspension
The new Focus RS WRC 06's suspension is a further development of the type used on the 2004-specification car, although rule changes forced M-Sport's engineers to make revisions.
To help reduce costs in world rallying, the use of expensive materials such as titanium is now severely restricted, and Ford's engineers had to find a substitute that was strong without adding too much weight. The suspension continues to use Reiger dampers. Representatives from the Dutch firm liaised with Loriaux and his staff during the design phase, and were also present during the first few miles of testing to help with the initial set-up. "Under WRC rules there are such tight restrictions on the amount of power that the engine can produce that elements like the suspension have become even more important," said Loriaux. "We worked hard to strike a balance between handling and traction." Suspension parts were tested on a 2004-specification Focus RS WRC in rough conditions before the design was finalized.
Transmission
M-Sport's transmission consultant Ricardo played a key role in the development of the new car, since the new rules forbid the use of computer-controlled front and rear differentials. Instead, only the centre differential features this level of technology, with regular mechanical units at the front and rear. The fact that more of the system is now beyond computer control has only heightened the importance of arriving at a robust initial set-up. "Some of the restrictions on materials affected this side of the design too," said Loriaux. "The propshaft is now steel, for example. But that means it has to be slightly wider to retain strength, so the transmission tunnel had to be made slightly larger to accommodate it."
Gearbox
The Ford Focus RS WRC 06 features a considerable amount of change in its gearbox from the previous model, not only in specification but also in layout. The original Focus WRC (introduced in 1999) mated a longitudinal gearbox to a transverse engine, an engineering feat in itself. But for the new car, Loriaux decided to use a transverse gearbox along with the transverse engine. "I think there are benefits in packaging but also there should be less loss through friction," he said. The new Ricardo-developed gearbox will have five gears, not six like the outgoing model. "Reducing the number of gears allows us to make a small weight saving and also a saving in terms of size of the gearbox itself," said Loriaux. "We think that with the 34 mm air restrictor on the turbocharger, as specified by the rules, the engine's low-down strength and torque mean a five-speed unit will be as effective as a six-speed one. After all, with six speeds you do lose a little more time through more frequent changes anyway."
Weight Distribution
Loriaux is renowned for his innovative design approach to lowering the centre of gravity in rally machinery. Many of the trends seen on today's cars, such as the crew sitting particularly low in the cabin, can be attributed to Loriaux's earlier designs. From the earliest drawings of this new car, he has again been determined to set new trends.
"A low centre of gravity helps with handling, balance and steering feedback," said Loriaux. "We've tried to make the engine as low as possible and with no compromises in the layout, to help achieve that." Some of the more radical solutions will remain secret, but no element of the car's layout or design has escaped intense scrutiny as far as weight distribution is concerned.
Ford of Europe officially unveiled the all-new Ford Focus RS World Rally Car 06 at the 2005 Bologna Motor Show in Italy. The car will be Ford's challenger in the FIA World Rally Championship from 2006 onwards and was unveiled in the eye-catching livery in which it will make its full competitive debut in January's Monte Carlo Rally.
It is based on the high-performance Ford Focus ST road car, which is being launched across Europe this autumn. The new Focus RS WRC 06 has been designed and built in less than 11 months by an experienced and innovative engineering team led by Christian Loriaux, technical director at British-based company M-Sport which operates the Blue Oval's WRC programme. His team has worked closely in the development with Ford TeamRS, Ford of Europe's performance road car and motorsport arm.
Engine
Although the Focus ST model on which the World Rally Car is based uses a 2.5-litre, five-cylinder engine, rallying rules do not permit an engine of that size. However, the regulations do allow teams to use another engine from elsewhere in the Ford Focus model range, so M-Sport opted for the 2.0-litre Duratec unit, with the addition of a turbocharger and the mandatory 34 mm inlet restrictor. French engine specialist Pipo Moteur was employed to assist with the initial development of the new unit. M-Sport also used its own in-house transient dynamometer and made use of data from Ford TeamRS to fine-tune the specification. One advantage over the outgoing rally car is that the new engine has an all-alloy block. This allows for a reduction in weight and also a transfer of weight away from a relatively high position, thereby helping to lower the car's centre of gravity.
Suspension
The new Focus RS WRC 06's suspension is a further development of the type used on the 2004-specification car, although rule changes forced M-Sport's engineers to make revisions.
To help reduce costs in world rallying, the use of expensive materials such as titanium is now severely restricted, and Ford's engineers had to find a substitute that was strong without adding too much weight. The suspension continues to use Reiger dampers. Representatives from the Dutch firm liaised with Loriaux and his staff during the design phase, and were also present during the first few miles of testing to help with the initial set-up. "Under WRC rules there are such tight restrictions on the amount of power that the engine can produce that elements like the suspension have become even more important," said Loriaux. "We worked hard to strike a balance between handling and traction." Suspension parts were tested on a 2004-specification Focus RS WRC in rough conditions before the design was finalized.
Transmission
M-Sport's transmission consultant Ricardo played a key role in the development of the new car, since the new rules forbid the use of computer-controlled front and rear differentials. Instead, only the centre differential features this level of technology, with regular mechanical units at the front and rear. The fact that more of the system is now beyond computer control has only heightened the importance of arriving at a robust initial set-up. "Some of the restrictions on materials affected this side of the design too," said Loriaux. "The propshaft is now steel, for example. But that means it has to be slightly wider to retain strength, so the transmission tunnel had to be made slightly larger to accommodate it."
Gearbox
The Ford Focus RS WRC 06 features a considerable amount of change in its gearbox from the previous model, not only in specification but also in layout. The original Focus WRC (introduced in 1999) mated a longitudinal gearbox to a transverse engine, an engineering feat in itself. But for the new car, Loriaux decided to use a transverse gearbox along with the transverse engine. "I think there are benefits in packaging but also there should be less loss through friction," he said. The new Ricardo-developed gearbox will have five gears, not six like the outgoing model. "Reducing the number of gears allows us to make a small weight saving and also a saving in terms of size of the gearbox itself," said Loriaux. "We think that with the 34 mm air restrictor on the turbocharger, as specified by the rules, the engine's low-down strength and torque mean a five-speed unit will be as effective as a six-speed one. After all, with six speeds you do lose a little more time through more frequent changes anyway."
Weight Distribution
Loriaux is renowned for his innovative design approach to lowering the centre of gravity in rally machinery. Many of the trends seen on today's cars, such as the crew sitting particularly low in the cabin, can be attributed to Loriaux's earlier designs. From the earliest drawings of this new car, he has again been determined to set new trends.
"A low centre of gravity helps with handling, balance and steering feedback," said Loriaux. "We've tried to make the engine as low as possible and with no compromises in the layout, to help achieve that." Some of the more radical solutions will remain secret, but no element of the car's layout or design has escaped intense scrutiny as far as weight distribution is concerned.
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Originally Posted by Moog-Type-S
Euro Focus > North American Focus
....but such was the case with its predecessor the Ford Escort: Euro>North America. We got that 130hp(~) pseudo-Mazda eco-GT and they got a 224hp turbo Cosworth.
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Drifting
Joined: Sep 2003
Posts: 2,054
Likes: 0
From: Sunshine State
Originally Posted by Moog-Type-S
Euro Focus > North American Focus
And while we're on the subject here's a mini review of the 2006 Ford Focus ST (Euro Spec): http://www.edmunds.com/insideline/do...ne.promo.4.*#8
This Made-for-Europe ST Would Be Mighty Fine in the U.S.
By Alistair Weaver Email
Date posted: 11-28-2005
Ford is making a habit of this. Three years ago, U.S. buyers were denied access to the road-racer Focus RS despite its stunning reviews in the Euro press, and now, it seems, you're to be deprived of the 2006 Ford Focus ST. Based on the second-generation Focus, which made its European debut last year, the ST is another product of Team RS, the skunk works outfit led by former Sauber Formula One boss, Jost Capito.
According to Capito's vision, the ST (or Sports Technologies) models will deliver refined everyday performance, while the RS (or Rally Sport) tag will be reserved for extreme, enthusiast-only machines. However, Ford's RS models are loss-leaders, and projects that lose money aren't well received in Detroit. Consequently, plans to produce European Focus RS models have been shelved, seriously compromising the team's aspirations. Thus, for the time being at least, the ST models must serve as the ultimate expression of Ford's mainstream range for front-drive fun.
Nice Body, Shame About the Face
The original Focus was one of the most dramatic and successful designs in Ford's history, so it's a shame that its replacement is so conservative. Europe's second-generation Focus is utterly inoffensive, but the flair and vivacity have gone, especially from the front. A bold body kit and, on our test car, a lurid orange paint job go someway toward righting the wrong, but the new ST lacks the sheer bravado of the old RS, or the understated sophistication of its main European rival, the latest-generation Volkswagen Golf GTi.
At least matters improve inside. The quality of the fixtures and fittings increased dramatically from Focus 1 to 2, and the ST builds on this. Funky two-tone Recaro seats are standard fit, a chunky three-spoke steering wheel is introduced, and a new instrument pod tops the fascia. The latter features dials for the turbo boost, oil pressure and oil temperature, all of which are welcome. From the driver seat this car feels good, although it would feel even better if the driver seat could be lowered by 2 or 3 inches — blame safety legislation for that.
It's a Volvo — Sort of
The Focus ST's engine is plundered from an unlikely source: Volvo. The turbocharged, 2,522cc five-cylinder is a subtly reworked version of the lump found in the S40 T5. Here, it musters 223 horsepower, which is 11 hp more than the old Focus RS and a full 53 hp more than the previous-generation Focus ST170. But while the power output is impressive, it's the torque that really catches the eye — the peak output of 236 pound-feet is available all the way from 1,600 to 4,000 rpm. That's 30 lb-ft more than the (197-hp) Golf GTi can manage.
While the outputs are little changed from the Volvo, Team RS's engineers have been to work on the acoustics. The intake has been tuned to give the distinctive five-cylinder timbre a deep bass edge. It sounds great and thoroughly in keeping with the ST's "refined performance" aspirations.
The ST is also genuinely quick. Subjective impressions on road and track suggest little reason to quibble with Ford's claim of zero to 60 mph in 6.5 seconds and 150 mph flat out. Thanks to that wave of torque, it's also impressively flexible, and the Volvo-sourced six-speed manual gearbox has a nice, positive action. The uprated brakes — with 12.8-by-1.1-inch ventilated discs at the front — are well up to the task of reining in any enthusiastic excesses.
There's no question that this car goes harder and faster than the Golf GTi.
Nice Chassis, Shame About the Steering
Even the entry-level Focus is a good drive, but the setup has been comprehensively overhauled for the ST. An additional crossmember between the MacPherson struts at the front has provided additional stiffness, and the whole car has been lowered by 0.6 inch. The front and rear springs have been uprated by 30 percent, the rear antiroll bar is 5-percent larger than before, and the dampers have been recalibrated.
The result is a step change in the Focus' personality. The ST's body rolls little and there are oodles of grip from the 225/40R18 Continental SportContact 2 tires. It's also very predictable — in the words of Ford's chassis guru, Graham Mace, the ST has been set up to "sort itself out." Even an abrupt lift at the limit will do no more than encourage the tail out by a degree or two, and you have to be a complete hooligan to get the car seriously out of shape. Torque steer and wheel spin are also impressively well suppressed. It all makes the slightly overenthusiastic stability control system seem superfluous.
The Focus ST also rides well. Whereas the old RS demanded total commitment even if you were cruising to the mall, the ST is refined and comfortable enough to play the role of GT. Your mother would like it, which is a good or bad thing depending on your point of view.
There's no denying that the ST is massively capable and faster point-to-point than the Golf, but enthusiasts will miss the ultimate sharpness and adjustability of the old RS. The ST is not a car you grab by the scruff of its neck. RS fans will also miss the crisp feedback of the old car's hydraulically assisted power steering. The second-generation Focus uses an electrohydraulic system, and although it's nicely linear in response, it's too muted for our liking. You can change the weighting from standard and Sport using the column stalks, but this doesn't alter the feedback.
Conclusions
In the U.K., the Focus ST starts at £17,495 ($30,611), which is £2,500 ($4,374) less than VW's entry-level Mk V Golf GTi. That makes the ST look good, especially when you consider how much quicker it is. It might not quite have the iconic image or understated class of the Golf, but for many owners, its speed and dynamics will be ample compensation.
The 2006 Ford Focus ST is not an RS in drag, and for some enthusiasts it will be a little too refined and sophisticated for its own good. Ford must be careful that it doesn't waste its RS heritage — there's a new generation of European enthusiasts too young to remember hero cars such as the Sierra RS Cosworth. But there will also be another band of keen drivers who appreciate the everyday practicalities and subtleties of the ST. It's also impossible to deny that this car's blend of performance, comfort and high-speed refinement would make it a great tool in the U.S. North America is missing out, and somebody should complain.
The sizzle in the Steak
Joined: Nov 2001
Posts: 71,436
Likes: 1,877
From: Southern California
Originally Posted by bz268
I like it 
but it is a Ford... It is going to die on you... I drove a Ford before. So did many of my friends. We all agree not to get any Ford any more.
but it is a Ford... It is going to die on you... I drove a Ford before. So did many of my friends. We all agree not to get any Ford any more.
..and the Euro Focus is crap, so is the Mustang GT, and so is the Ford GT. 
Because Of You
Joined: Aug 2004
Posts: 1,456
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From: California
Originally Posted by Moog-Type-S
..and the Euro Focus is crap, so is the Mustang GT, and so is the Ford GT. They have very good review for all of these... But we are not taking chance no more... We all love our Honda and Nissan...
The sizzle in the Steak
Joined: Nov 2001
Posts: 71,436
Likes: 1,877
From: Southern California
Originally Posted by bz268
They have very good review for all of these... But we are not taking chance no more... We all love our Honda and Nissan...
Because Of You
Joined: Aug 2004
Posts: 1,456
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From: California
Originally Posted by Moog-Type-S
Don't be too happy with you Honda.....My CL-S went through 2 trannies before I got rid of it.
Oh!!! <G> Now you mention it!!! Happy though... more happy though... WWWooooSaaa!!!
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Originally Posted by bz268
maybe you have never had your drive shaft dropped on the freeway while you were driving the Ford!!!! Oh!!! <G> Now you mention it!!! Happy though... more happy though... WWWooooSaaa!!!
Oh!!! <G> Now you mention it!!! Happy though... more happy though... WWWooooSaaa!!!
Holy crap. How fast were you going?
The sizzle in the Steak
Joined: Nov 2001
Posts: 71,436
Likes: 1,877
From: Southern California
Originally Posted by Yumchah
Maybe it's the driver? 
At least I didn't get the dreaded drop into 2nd gear while going 70 mph.
The sizzle in the Steak
Joined: Nov 2001
Posts: 71,436
Likes: 1,877
From: Southern California
Originally Posted by bz268
maybe you have never had your drive shaft dropped on the freeway while you were driving the Ford!!!! Oh!!! <G> Now you mention it!!! Happy though... more happy though... WWWooooSaaa!!!
Oh!!! <G> Now you mention it!!! Happy though... more happy though... WWWooooSaaa!!!
Drifting
Joined: Sep 2003
Posts: 2,054
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From: Sunshine State
Originally Posted by Marlboro27s
look how cheap that dash looks.....id rather get something else if i had the money
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Very nifty video of it being tested out here: http://video2rallye83.free.fr/mes%20...o2rallye83.wmv
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From: Toronto
Cool vid Yumchah. The car kind of sounds weird though with that loud,.......dunno how to describe it,.....pop. What is that,.........turbo related,........gear changes,...????? It sounds metalic.
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From RSportscars...
Ford of Europe revealed the exciting new look for its 2008 FIA World Rally Championship campaign as the team was unveiled at the Autosport International Show in Birmingham.
The Focus RS World Rally Car, which powered Ford to the manufacturers' world title in both 2006 and 2007, sports a striking modern livery that took centre stage today at Europe's largest annual motorsport exhibition. It was also announced that the squad will be named the BP Ford Abu Dhabi World Rally Team for 2008.
The team's new driver line-up of Mikko Hirvonen and Jari-Matti Latvala were joined by Ford of Europe's new motorsport director, Mark Deans, and team director Malcolm Wilson as they revealed the Focus RS WRC's colour scheme for the first time.
"The Focus RS WRC has a new, contemporary livery which blends perfectly with the outlook of the BP Ford Abu Dhabi World Rally Team," explained Deans. "This is our first full season in partnership with BP and the Abu Dhabi Tourism Authority and their importance to our WRC program is reflected in the team's new name and their prominence on the car.
"Of course, there is far more to a successful WRC campaign than the color of the car and the name of the team. But in the few weeks since I took up my new role as motorsport director I have seen enough to convince me that we are again capable of being fully competitive in 2008. We have a dynamic, young driver line-up supported by one of the most enthusiastic and hard-working teams in motorsport at M-Sport and I look forward to a year that I'm confident will be a successful one," he added.
Deans also sprung a surprise on Wilson, presenting him with a replica of the 2007 FIA World Rally Championship's manufacturers' trophy on behalf of Ford of Europe. "That was a fantastic gesture and one that I really appreciated," said Wilson. "It brought back the memories of what a remarkable year 2007 was for Ford in the WRC.
"But that is history and we're now fully focused on the 2008 season. In Mikko and Jari-Matti we have two young drivers who are hungry for competition but also have experience that belies their years and I'm looking forward to watching them develop further during the season. Abu Dhabi's Khalid Al Qassimi has a comprehensive program of 10 events in a third Focus RS WRC and I hope to see him gain further in both experience and confidence during the year," added Wilson.
The Focus RS World Rally Car, which powered Ford to the manufacturers' world title in both 2006 and 2007, sports a striking modern livery that took centre stage today at Europe's largest annual motorsport exhibition. It was also announced that the squad will be named the BP Ford Abu Dhabi World Rally Team for 2008.
The team's new driver line-up of Mikko Hirvonen and Jari-Matti Latvala were joined by Ford of Europe's new motorsport director, Mark Deans, and team director Malcolm Wilson as they revealed the Focus RS WRC's colour scheme for the first time.
"The Focus RS WRC has a new, contemporary livery which blends perfectly with the outlook of the BP Ford Abu Dhabi World Rally Team," explained Deans. "This is our first full season in partnership with BP and the Abu Dhabi Tourism Authority and their importance to our WRC program is reflected in the team's new name and their prominence on the car.
"Of course, there is far more to a successful WRC campaign than the color of the car and the name of the team. But in the few weeks since I took up my new role as motorsport director I have seen enough to convince me that we are again capable of being fully competitive in 2008. We have a dynamic, young driver line-up supported by one of the most enthusiastic and hard-working teams in motorsport at M-Sport and I look forward to a year that I'm confident will be a successful one," he added.
Deans also sprung a surprise on Wilson, presenting him with a replica of the 2007 FIA World Rally Championship's manufacturers' trophy on behalf of Ford of Europe. "That was a fantastic gesture and one that I really appreciated," said Wilson. "It brought back the memories of what a remarkable year 2007 was for Ford in the WRC.
"But that is history and we're now fully focused on the 2008 season. In Mikko and Jari-Matti we have two young drivers who are hungry for competition but also have experience that belies their years and I'm looking forward to watching them develop further during the season. Abu Dhabi's Khalid Al Qassimi has a comprehensive program of 10 events in a third Focus RS WRC and I hope to see him gain further in both experience and confidence during the year," added Wilson.
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Joined: Dec 2001
Posts: 169,058
Likes: 23,836
Specifications
Engine
Type: Turbocharged Inline-4
Displacement cu in (cc): 123 (2000)
Power bhp (kW) at RPM: 300(224) / 6000
Torque lb-ft (Nm) at RPM: 406(550) / 4000
Redline at RPM: n.a.
Brakes & Tires
Brakes F/R: vented disc/vented disc
Tires F-R: Gravel: R15 (magnesium)
Asphalt: R18 (magnesium)
Driveline: All Wheel Drive
Exterior Dimensions & Weight
Length × Width × Height in: 170.1 × 70.2 × n.a. (depends on the setup)
Weight lb (kg): 2711 (1230)
Type: Turbocharged Inline-4
Displacement cu in (cc): 123 (2000)
Power bhp (kW) at RPM: 300(224) / 6000
Torque lb-ft (Nm) at RPM: 406(550) / 4000
Redline at RPM: n.a.
Brakes & Tires
Brakes F/R: vented disc/vented disc
Tires F-R: Gravel: R15 (magnesium)
Asphalt: R18 (magnesium)
Driveline: All Wheel Drive
Exterior Dimensions & Weight
Length × Width × Height in: 170.1 × 70.2 × n.a. (depends on the setup)
Weight lb (kg): 2711 (1230)
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