Ford Focus 3 engine 1.6 liter was developed in the early 2000s. Since October 2015, Duratec 1.6 TI-VCT has been produced in Russia at the new auto component plant of the American concern. The engine is installed on Russian Ford Focus, Fiesta and even Ecosport. Structurally, the same engine has a power of 85, 105 and 125 hp.

Engine assembly process Russian plant in the photo below.

The power difference is achieved exclusively by individual firmware of the control unit (ECU). Respectively cheaper basic versions Focus gets an 85 horsepower version, while the more expensive ones get a 125 horsepower version of the engine. This is more of a marketing ploy than a technically sound difference. Atmospheric gasoline engine has a variable valve timing system on both camshafts and a timing belt drive. We'll talk about other features of the engine further.

Engine design Focus 3 1.6 l.

Engine Duratec 1.6 TI-VCT gasoline, four-stroke, four-cylinder, in-line, sixteen-valve, with two camshafts. Location in engine compartment transverse. The operating order of the cylinders is: 1–3–4–2, counting from the auxiliary drive pulley.

Power system - phased distributed fuel injection (Euro-5 toxicity standards). The engine, gearbox and clutch form the power unit - a single unit mounted in the engine compartment on three elastic rubber-metal supports. Right support is attached to a bracket located on the right wall of the cylinder block, and the left and rear ones are attached to the gearbox housings.

On the right side of the engine (in the direction of travel of the car) there are: a gas distribution mechanism drive (by a toothed belt); drive of the coolant pump, generator and power steering pump (V-ribbed belt); air conditioning compressor drive (V-ribbed belt); oil pump.
On the left are the ignition coil, the cooling system exhaust pipe and the coolant temperature sensor.

Front: inlet pipe with throttle body, fuel rail with injectors, oil filter, oil level indicator, generator, starter, power steering pump, air conditioning compressor, thermostat, position sensors crankshaft, detonation and insufficient oil pressure.
Rear: catalytic exhaust manifold, phase sensor. Top: spark plugs.

Cylinder block Ford Focus 3 1.6 liters cast from aluminum alloy using the Open-Deck method with free-standing (in the upper part of the block) “wet” type sleeves. At the bottom of the cylinder block there are crankshaft supports - five beds of the main shaft bearings with a plate (removable cover) common to all beds, which is attached to the block with ten bolts.

In the Focus block, the main part (except for the pistons and connecting rods, of course) is crankshaft made of high-strength cast iron, with five main and four connecting rod journals. The shaft is equipped with eight counterweights, made along the continuation of its “cheeks”. Counterweights are designed to balance the forces and moments of inertia that arise during the movement of the crank mechanism during engine operation. The crankshaft main and connecting rod bearing shells are steel, thin-walled, with anti-friction coating.

The main and connecting rod journals of the crankshaft connect channels drilled in the shaft body, which serve not only for supplying motor oil from indigenous to connecting rod bearings, but also for centrifugal purification of oil from solid particles and deposits during shaft rotation. At the front end (toe) of the crankshaft are installed: a timing gear drive gear pulley and an auxiliary drive pulley.

Cylinder head of the Focus 3 1.6 l engine.

Duratec 1.6 TI-VCT cylinder head made of aluminum alloy. Drive unit camshafts- a toothed belt from the crankshaft pulley. Automatic stretching device provides the required belt tension during operation.

The valves in the cylinder head are arranged in two rows, V-shaped, with two intake and two exhaust valves for each cylinder. Valves are actuated by cams camshaft through cylindrical pushers. There are eight cams on the shaft - an adjacent pair of cams simultaneously controls two valves (intake or exhaust) of each cylinder. The camshaft supports (bearings) (five supports for each shaft) are detachable. The holes in the supports are processed together with covers.

Oil pump Ford Focus 3

Engine lubrication is combined. Under pressure, oil is supplied to the main and connecting rod bearings of the crankshaft, the “support - camshaft journal” pairs. The pressure in the system is created by an oil pump with internal gears and pressure reducing valve. Oil pump attached to the cylinder block on the right. The pump drive gear is mounted on the flats of the crankshaft nose. The pump, through the oil receiver, takes oil from the crankcase pan and, through the oil filter, supplies it to the main line of the cylinder block, from which oil channels extend to the main bearings of the crankshaft and oil supply channels to the camshaft bearings of the cylinder head.

Timing drive for Ford Focus 3 1.6 l engine.

The gas distribution mechanism drive of Focus 3 1.6 is belt driven. If the timing belt breaks, the valve bends, so replacement must be carried out strictly according to the manufacturer’s regulations. A feature of an engine with a variable valve timing system can be considered the presence of phase change actuators mounted on the camshaft pulleys. When replacing the timing belt, it is necessary to firmly fix not only the camshafts, but also actuators changing phases using special devices. As in the photo below.

Technical characteristics of all three modifications Focus engine 3 further.

Engine characteristics Ford Focus 3 85 hp

• Working volume – 1596 cm3
• Number of cylinders – 4
• Number of valves – 16
• Cylinder diameter – 79 mm
• Piston stroke – 81.4 mm
• Timing drive - belt
• Power hp (kW) – 85 (63)
• Torque – 141 Nm
• Maximum speed – 170 km/h
• Acceleration to the first hundred – 14.9 seconds

Engine characteristics Focus 3 105 hp

• Working volume – 1596 cm3
• Number of cylinders – 4
• Number of valves – 16
• Cylinder diameter – 79 mm
• Piston stroke – 81.4 mm
• Timing drive - belt
• Power hp (kW) – 105 (77)
• Torque – 150 Nm
• Maximum speed – 180 km/h
• Acceleration to the first hundred – 12.3 seconds
• Fuel consumption in the city – 8.3 liters
• Fuel consumption in mixed cycle– 5.9 liters
• Fuel consumption on the highway – 4.6 liters

Engine characteristics Ford Focus 125 hp

• Working volume – 1596 cm3
• Number of cylinders – 4
• Number of valves – 16
• Cylinder diameter – 79 mm
• Piston stroke – 81.4 mm
• Timing drive - belt
• Power hp (kW) – 125 (92)
• Torque – 159 Nm
• Maximum speed – 190 km/h
• Acceleration to the first hundred – 10.9 seconds
• Fuel consumption in the city – 8.3 liters
• Fuel consumption in the combined cycle – 5.9 liters
• Fuel consumption on the highway – 4.6 liters

Previously, all naturally aspirated petrol 1.6 liter engines for Focus 3 were brought from the British Ford plant Motor Company Bridgend Engine. But since April 2016, all Ford Focuses have been equipped with Russian engines assembled in Yelabuga. Since October 2015 Russian engines Fiesta is being assembled, and since January 2016 EcoSport crossover also received a domestic 1.6 liter Ford power unit.

Ford Focus III, 2013

1.6 MT (125 hp), I’ve owned it for 6 years

Good day. I'll tell you the story of owning my Ford, with numbers. I provide a personal subjective opinion, + some dry objective facts, draw your own conclusion, as they say. So. In 2013, the question of buying a car arose. I stopped by the Hyundai center, looked at the available cars, looked at the prices and decided that before making a fatal mistake with my life, I should take a look at the assortment of Citroen, Skoda and Ford. Citroen offered the same quality as Hyundai, only at a higher price, of course for the badge. Fords initially, even in the most minimum configuration better quality than Hyundai and the same Citroens, but the price, of course, is higher. Distressed, I turned around and headed out when the manager stopped me and offered to inspect the car. Well, why not? I looked at it, liked it, and took it. And so I became the proud owner of a Ford Focus III Trend Sport. Briefly about it: engine 1.6, 125 hp. Mechanics, rich equipment. I live and work in different cities and travel at least 120 km a day, I drive on the highway, the road is mostly good. My driving style is moderate - i.e. I accelerate, brake, overtake, etc. smoothly, average speed on the highway approximately 110-120 km/h. I don’t see any reason to keep the speed higher for a number of reasons that I’ll leave out in the review. General impressions after six years of owning the car: - Externally, the Ford looks decent. - Inside, in the front, there is enough space, the seats are comfortable, with lateral support. The driver's seat is adjustable in height, reach, etc., it is very convenient and easy to adjust everything to suit you. However, in the back, in the passenger seats, there is practically no space left, two guys of average configuration are no longer comfortable, talking about large guys like me and my friends makes no sense at all - there is zero space in the back for such people, so those who were the largest were seated forward, and the rest sat in the back. The trunk capacity is good, but the height is still limited. - The salon is very ergonomic, the pleasant bluish lighting does not strain the eyes, everything you need is at hand. In terms of noise, I have nothing to compare it with, so I’ll miss this point. In general, the cabin is quite quiet. - Visibility could have been better, the left pillar slightly blocks the view, which is why there were a couple of times dangerous situations. - The ride is quite stiff, like a tram. This is mainly due to the fact that the 16-inch wheels are low-profile, but also because the suspension is reinforced, according to the manufacturer. Because of this, I had a small problem when I changed the struts - the rear ones were somehow different, such that almost no one had them in stock. The landing is quite low. An interesting feature, I got stuck in the mud a couple of times, but with the help of a friend I got out calmly, the thing is that this car somehow it blocks... not the differential, the car doesn’t have one, but something there, in the drives... in such a way that both front wheels rotate, and not just the one that is easier, that’s why I drove out, I accelerate, a friend is pushing) - Engine petrol PNDA 125 hp. essentially a modified 115 hp engine. second focus with corrected sores of the last one. According to the manufacturer's data, the service life is 250 t.km, but in practice they easily run 400-450 t.km. In winter it starts without problems. Engine combined with mechanical five-speed gearbox the car shows amazing dynamics, as my friend noted - the dynamics are comparable to Toyota's 1G-FE. In the city it is enough for the eyes, but on the highway you feel a lack of strength - after all, the engine is 1.6. For example, in order to overtake a truck, it is better to shift from fifth not to fourth, but to third, then the maneuver will turn out great. The sport package is crammed with various unnoticeable but pleasant gadgets, such as ESP, hill start assistance, etc. One of the pleasant things is that when accelerating, the revolutions after releasing the gas to change gear do not immediately drop to zero, but are set and stay at a certain number, depending on the speed. Those. the computer synchronizes the engine speed with the gearbox speed / I’ll make a reservation right away, I don’t know if it’s the same on other tricks or not / - The head light, while the halogen lights were on, didn’t shine at all, you couldn’t see anything, especially in the slush. Wet dirt falls on the heated lamps, dries and visibility goes to zero. Since I drive mainly on the highway, it is quite natural that the entire hood, front bumper, windshield and fenders are covered with micro-chips and not only chips, but not a single saffron milk cap has appeared in 6 years, the iron was processed perfectly by the factory. However, on the rear wing, in the area of ​​the arch, the paint is peeling off, as I understand it on all Fords, nothing critical. - Electrician. This is a separate topic. Frequently changed fluorescent lamps. Rear lamps Brake lights and fog lights don't understand why they burn out, I also changed them often. For some time I noticed that when I stopped at a gas station, only half of the car was lit, i.e. only one side of the DRL and dimensions on the side of the tank. Later I read that the factory intended this to highlight a specific side when stopping on the highway or anywhere else. And you can run this at will.

➖ Dynamics (for versions with 1.6 engine)
➖ Small trunk
➖ Noise insulation

pros

➕ Controllability
➕ Fuel consumption
➕ High ground clearance
➕ Design

Advantages and disadvantages of the Ford Focus 3 in hatchback, sedan and station wagon body styles identified based on reviews real owners. More detailed pros and cons of the Ford Focus 3 with manual, automatic and robot can be found in the stories below:

Owner reviews

I've already covered 33,000 km. Nothing broke, the flight was normal. Overall, I'm happy with the purchase so far. Here are the obvious and not so obvious advantages and disadvantages that I have identified for myself.

Advantages:
1. I like the design a la Aston Martin;
2. High ground clearance (170 mm);
3. Full warranty of 100,000 km or 3 years (VW Group has 2 years);
4. Comfortable anatomical seats (your back doesn’t get tired after 10 hours behind the wheel);
5. High, for its category, quality of finishing materials;
6. Heated steering wheel;
7. SYNC - if you look at it, it’s a super thing;
8. 92nd gasoline. I tried to fill in 95 and 98, I did not feel any difference in either dynamics or consumption. It seemed that the engine was omnivorous;
9. Efficiency - 7.5 liters per 100 km (my Fiesta with the same engine and 250 kg less weight, for some reason consumed 1.5 liters more fuel);
10. Doesn't burn oil. Over 15,000 km, the dipstick drops by 1 mm.

Flaws:
1. Only two airbags! SHAME on the manufacturer! I didn’t expect that in the golf class anyone else puts less than 6 pillows in the average configuration;
2. There is no sound insulation at all. Already at 50 km/h you have to raise your voice when talking, and at 120 km/h your eardrums burst. On long country trips I use earplugs (no joke);
3. The car comes from the factory with disgusting tires from a manufacturer unknown to me, Viatti (perhaps they are very noisy);
4. SYNC is sometimes slow and glitchy. At a speed of over 100 km/h, voice control cannot make out commands due to the noise in the cabin;
5. The manual transmission has only 5 steps. Stone Age!
6. 125 hp they don't go at all. The car feels like it has about 90 hp. There's no point in overpaying. As it turned out, Focus with 105 hp. it drives exactly the same. I feel like a deceived buyer.

Review of Ford Focus 3 hatchback 1.6 (125 hp) MT 2015

Video review

Very comfortable interior, excellent seats (on the Titanium), there is plenty of space for a person of average build both in front and behind (no matter who writes there). The trunk with storage is absolutely the same in capacity as on the previous sedan.

The PowerShift gearbox is a joy when handled correctly, the shifts are practically not felt, and the torque converter automatics rest. Visibility suits me quite well, I don’t crush pedestrians, and the A-pillars don’t interfere.

Since 2014, the ground clearance has been made higher - it doesn’t get stuck anywhere on a dirt road with potholes. And, of course, 150 hp. - This is cool. Although in the city it is quite possible to drive with 125 hp. - enough.

Review of Ford Focus 3 hatchback 2.0 (150 hp) AT 2015

I like the car very much beautiful view front, but overpriced. Among the advantages, I note the dynamics and the almost complete absence of hard plastic on the front panel.

Fuel consumption in the urban cycle is up to 15 liters and even higher (maybe this is due to break-in). Also frustrating is the small trunk and blocked navigation (you can unlock it for 4.5 thousand rubles).

Saniyat Taimova, review of Ford Focus 3 sedan 1.5 (150 hp) AT 2016

Where can I buy?

I picked up the Ford and drove the car home (200 km away), and again felt the pleasure of driving. Handles 5-plus, excellent suspension and Shumka. The cabin is comfortable.

The box works great, shifts quietly and quickly, I always put it in neutral at traffic lights. I don’t let the engine rev above 3,500; now the mileage is already 1,700 km. Compared to Ecosport, the engine takes longer to warm up.

The owner drives a Ford Focus hatchback 1.6 robot 2017.

I really liked the window control; the distance between the front and rear seats was optimally chosen: it’s spacious both in front and in the back. Sound insulation is excellent. The car heats up very quickly - in general, the winter package (standard, which comes with Titanium) is excellent. Convenient display and controls on the steering wheel, excellent visibility in the rearview mirror, a lot of sockets.

But there are also a lot of disadvantages. The car has a low seating position driver's seat because of which you push it close to the steering wheel, losing your view of the side mirrors and having a not very pleasant bend in your left leg, which is why you curse the designer in traffic jams. There is simply no glove compartment in the car, the pocket compartments are inconvenient and small in capacity.

The car runs on 95 (it says 92 on the cover, who doesn’t know that the turbine runs on fuel no lower than 95 - I sympathize). In terms of dynamics and flow: in quiet ride without fanaticism, you can’t turn the tachometer more than 2.5, and, accordingly, the consumption is very small for 150 horses, while you don’t feel at all deprived in dynamics.

Review of Ford Focus sedan 1.5 (150 hp) with automatic transmission 2017

The dynamics are simply amazing: checkers - no problem, trucks - no problem. Faster than 80% flow! Only Germans, as well as premium models of other brands, go faster. Slippers on the floor, and you are already ahead of the rest!

The automatic is a machine gun (compared to the Chevrolet Cruze). For some he is thoughtful, but not for me. If someone is confused by the turbine, that’s up to you, but I took it for three years, three years, I think that’s enough. The Titanium Plus package includes the Urban 1 package, which is good enough for me, the rest is unnecessary.

Konstantin, review of Ford Focus 3 station wagon 1.5 (150 hp) AT 2017

How's it going? How new Ford Focus! Collected, clear, understandable and even a little reckless, as much as 125 hp allows. I don’t use it often, but for work it was necessary to go to Izhevsk. I decided to go by car, the weather permits.

After 14 hours of driving, my back was not tired, but my neck was a little stiff at the end of the trip. On the highway, the car performed as expected, it steered clearly and comfortably, and I didn’t notice any reaction to rutting.

I tried to keep the average speed at 90-120 km/h (a letter of “happiness” came from Tatarstan for 500 rubles, paid at a discount). The suspension works tightly, but without rebound; on uneven sections at a speed of 100 km/h, the car behaves clearly and predictably.

The noise in the cabin mainly comes from the tires; the engine can only be heard after 4,000 rpm, so I had to rev it up when overtaking. When overtaking in heavy traffic, I had to toggle 4th gear, in fifth it is comfortable to drive quietly within the range of 90-120 km/h, the engine reacts, but it is not enough for confident overtaking.

Consumption at the time of writing this review: city - 9.5 l, highway - 7.5 l. To be expected, but I hope it will be less after 10,000 km.

Review of Ford Focus III hatchback 1.6 (125 hp) with mechanics 2017

We will talk about a car whose popularity in Russia has gone through all stages of fame. And indeed it is. Over all the years of existence, on domestic market, Ford Focus has overcome milestone of 800 thousand cars sold, while the car itself has undergone 3 body generations and several restylings.

Today, the fourth generation of Focuses is not just around the corner (expected in 2019). But the level of attractiveness is truly people's car, the Russians are gradually starting to cool down.

Based on sales analysis over the past 10 years, we can say with confidence that the entire peak of popularity, occurred precisely in the second generation of the car, namely at the turn of 2006-2009. At that time, the global economic crisis began...

The appearance of the third generation first occurred at the beginning of 2010, and the start of active sales in the Russian Federation began a little more than a year later. New episode was built on the platform of its younger brother, and its design was slightly modernized, improving the rear independent suspension and stretchers. It is also worth noting that the automaker has now abandoned the production of cars in the hatchback body with three doors and a convertible coupe.

To date, to domestic consumers A range of three main power units is available. The standard is a 1.6-liter gasoline engine with a power of 105 hp, which can be paired with either a 5-speed manual transmission or a 6-speed automatic transmission.

Separately, I would like to mention the motor, which is rarely found on the market and is installed exclusively for hatchbacks. Aspirated petrol 1.6 l. 85 hp, which does its job only in tandem with a “mechanics”. This is a kind of economy option, available only in the lowest configuration.

Middle option in the line power plants, belongs gasoline unit volume 1.6 liters, power 125 hp. and a torque of 159 N.m. This engine, considered the most popular among domestic car enthusiasts and apparently the best in the line. It has good and responsive dynamics, not high flow rate fuel and greater maintainability compared to the powerful turbocharged analogue 1.5 EcoBoost.

The top-end turbocharged petrol engine of the EcoBoost family, with a displacement of 1.5 liters, produces 150 horsepower and a torque of 240 Nm. According to the manufacturer, this unit was created specifically for Russian conditions. Its features are considered to be consumption of 92 gasoline and rapid warm-up in winter time. On a car, it is used only with a 6-speed automatic transmission.

Concerning diesel engines, then they are not officially supplied to Russia, although in other countries their sales take up the lion’s share. If you are offered a used version with a diesel engine, then most likely this car was imported from abroad.

Is Ford Focus 3 better or worse?

What are the pros and cons

1. Suspension. Compared to the previous series, the design of the chassis has been refined and modernized. The settings have acquired more comfortable notes. Now, small holes and cracks in the asphalt are practically unnoticeable. At the front, MacPherson struts are also used, and at the rear there is a traditional multi-link. This tandem has more than once won in stability and controllability over “semi-independent” ones. By the way, the obvious rival of the Focus, the Skoda Octavia 3, in lower trim levels, has an ordinary beam at the rear.

2. Salon space. The quality of finishing in the new generation has increased by almost two heads compared to its predecessor. The central panel is made of plastic that is soft to the touch, the steering wheel has become much more comfortable and has recesses for the fingers, and the ergonomics in general have improved sporty character. The front passenger seats seem to be borrowed from famous sports cars, and the lateral and lumbar support seem to hug the driver. In general, it is worth noting that the interior design has a certain space theme, a little familiar to us from some American cars, corporations General Motors. But please note that nothing like this is found among German, Asian or Japanese competitors.

3. Sound insulation. IN Ford showroom Focus 3 has become significantly quieter. Owners of both previous generations know firsthand how annoying the roar of the engine and the whistling of the wind can be. Now the situation has changed in better side. But in order to experience all the delights of peace and quiet in the cabin, you need to take the car in a richer configuration. (the level of sound insulation depends on the configuration)

4. Lots of assistance systems. A whole breakthrough in this area belongs to the Ford concern. IN basic equipment, cars are already supplied electronic systems directional stability, traction control, assistance emergency braking, hill starting, as well as ABS and EBD. With such a “bouquet” in standard package, few competitors can boast. As for the top versions, here too the “American” is trying to be ahead of the rest. There is an innovative parking assistance function, an automatic deceleration system, blind spot monitoring, a tire pressure monitoring system, as well as cruise control with the option of adjusting speed limits.

5. Reliable motors. Since ancient times, the Ford Focus slogan sounded like: “Quality changes everything!” And this is truly true. If somewhere it was possible to save on a car, it was definitely not on its engine. All Focus motors have good traction, unpretentiousness and a long service life. These indicators, among other things, have been repeatedly confirmed by commercial transport, special service vehicles and taxis.

Value for money, quality and reliability

A little about the pros and cons

At large external dimensions, the interior is quite cramped, especially for the rear passengers. In the front part, the space is consumed by a large central panel and anatomical chairs. At some point, it seems that everything is specially made this way for better functionality and convenience. To a certain extent, this is true, but it’s just too much free space, unfortunately it has decreased. Legroom rear passengers extremely small (affected by the shortest wheelbase in the class), and the slope of the roof puts pressure on the heads of even people who are not tall. Perhaps this is one of the most major shortcomings cars, “big on the outside, cramped on the inside.” The Skoda Octavia has been recognized here as the leader of the niche for many years, since the Mazda 3 or Kia Seaed are also significantly inferior to it.

Not a high ground clearance can be an extremely unpleasant factor for those who like to go out into nature or go fishing. At the start of sales ground clearance was only 14 centimeters, and after some time, for Russia it was increased to 16.5 cm. Cars imported from Europe are usually a little lower.

Front wheel bearings, in bad road conditions, they rarely travel more than 50 thousand km, and with careless driving habits, even less. The element of the “American”, apparently, is city highways with good coverage and no country roads.

Weak rear shock absorbers, the average resource of which is almost 2 times less than the front ones. Therefore, a full load of food for the car is highly undesirable, and there is not much space in the trunk.

The windshield is easily cracked and chipped by stones. If heated glass is installed, in addition to everything else, it is prone to cracks from overheating in winter.

The third generation Ford Focus has every chance to repeat the glorious path of its predecessors, which are an example of a reasonable price-quality ratio, and therefore have become bestsellers in the Russian automotive market. The car has been sold in Europe since December 2010, in Russia - since July 2011.

The car belongs to the small middle class (C-class or golf class) according to the European classification. For domestic automotive market Ford Focus 3 is produced at a plant in the city of Vsevolozhsk Leningrad region in three body types:

• hatchback ( since July 2011),
• sedan ( since September 2011),
• station wagon ( since January 2012).

The width and height of the car are common to all body types and are 1858 and 1484 mm, respectively. The length of the hatchback is 4357 mm, the sedan is 4532 mm. The ground clearance is standard for a passenger car and is 14 cm.

Cars produced for the Russian market are equipped with four different engines: three gasoline and one diesel. The engines are mounted transversely.

Any car tends to break down and the third generation Ford Focus is no exception. This happens for various reasons, ranging from manufacturing defects to incorrect or untimely maintenance. As practice shows, each model has its own typical problems, which are common to most owners. What are the weak points of the Ford Focus 3? Let's try to identify the main faults. There is an opinion that modern cars are not reliable and have many standard breakdowns. However, this is not quite true. The fact is that new cars have a rather complex design, are equipped with small-volume engines with turbines, a lot of electronics, etc. This leads to increased dynamic performance and comfort levels, but the risk of something breaking also increases.

The third generation Ford Focus cannot be called a very technological car, and most of the elements are quite reliable and, with proper maintenance, last quite a long time.

However, there are a number of typical breakdowns that owners of this model may encounter. Separately, we note the body, which has excellent anti-corrosion treatment. Despite the fact that the paintwork is damaged by any branches, rust does not form on the scratches.

Engines

The third generation Ford Focus was equipped with power units of various capacities:

• petrol (1.6 and 2.0);
• diesel (1.6 and 2.0).

At the same time, a total of 10 modifications of different speeds were available. Problems with engines on the Focus are quite difficult to encounter, and the power units are distinguished by their reliability and unpretentiousness. This also applies to the third generation, which serve their owners for many years. As a rule, if any problems arise, the reason for this may lie in improper maintenance. Of course, we are talking about motors whose service life has not yet expired.

Among the features include a fairly high noise level, especially during engine warm-up mode. For example, models with 1.6 engines quite often have the following problem: when starting, a cold engine may make a knocking noise. Once operating temperature is reached, this noise disappears. The knocking noise comes from the injectors. A similar problem occurs in modifications with a two-liter engine. However, the reason here lies in the peculiarities of the injection pump operation.

Ford Focus 3, produced from 2011 to 2012, had problems with unstable work motor. Quite often, owners observed that the power unit was tripping and traction was deteriorating. This malfunction occurred due to the ECU in which the failure occurred. All cars produced after 2012 did not have this problem, since the manufacturer replaced the firmware. Speaking of the control unit. It is located close to the front bumper, and therefore in collisions it is often damaged, which requires its replacement. Diesel engines have a standard feature - sensitivity to fuel quality. If you constantly use low-quality diesel, the engine will fail prematurely.

Transmission

The manual transmission on the third Focus is almost eternal. Despite this, some car owners noted that almost immediately after purchase, a leak was noticed in the area of ​​the right oil seal. With a mileage of 5-10 thousand km, such malfunctions are unacceptable. Less frequently, the same problem occurred with the left oil seal. This malfunction occurred due to a defect during production. In some cases, the seal lip was affected and destroyed. And if the installation was performed poorly, then this was the cause of the leak.

On the third generation of Focus, it was also installed robotic box PowerShift gears. The manufacturer presented it as incredibly reliable and modern, but practice has shown that it caused Focus owners a lot of trouble. Among the main problems are:

• twitching when driving in traffic jams;
• the occurrence of a metallic grinding sound when changing gears;
• jerking during active acceleration.

Many drivers of the third generation Focus experienced similar problems. This caused Ford's reputation for reliability to take a bit of a hit. Note that the problem can be solved by flashing the transmission control unit, but this requires additional effort and money.

Steering gear

The steering rack is one of the weak points Focus third. The fact is that it can start knocking already after a mileage of 5-10 thousand km. The problem is that play appears in the horizontal plane, and replacing it with a new part does not guarantee that the problem will be eliminated, because it may have the same drawback.

The third generation of Focus is equipped with electric power steering. His work cannot be called ideal either. Some car owners have encountered the problem that the steering wheel itself suddenly becomes too heavy and an error message appears on the dashboard. The problem can be solved simply - you need to turn off the ignition and wait a few minutes. After this, turns on the ignition and the electric booster should work correctly. If the problem recurs, then you need to think about replacing the steering rack. The fact is that the cause of the breakdown lies in the electric motor that comes with the rack.

Chassis

Generally speaking, the suspension of the third Focus is well thought out and reliable. There is a MacPherson strut at the front, and a multi-link at the rear. Disc brakes are used for both the front and rear. As practice shows, in Russian conditions the suspension lives on average 80-100 thousand km. Of course, if you drive on bad roads, the service life of some elements may be shorter.

Like most Focus 3 competitors, stabilizer struts can fail after 50 thousand kilometers. Shock absorbers last a little longer. By 75 thousand km, small leaks may appear, and closer to a hundred kilometers they need to be replaced. You can drive longer, but this will affect the level of comfort. Support bearings have approximately the same service life. About 80 thousand km they want ball joints and silent blocks. Rear control arms may require replacement every 65-70 thousand km.

Features of the Ford Focus 3 engine

Intake manifold of 2.0 l Duratec Ti-VCT engine: 1 - dampers for controlling the intake manifold channels; 2 - drive of the dampers for controlling the intake manifold channels; 3 - swirl flap drive

Elements of the variable valve timing system (VCT) of the 1.6 liter Duratec Ti-VCT engine: 1 - intake camshaft VCT mechanism; 2 - VCT mechanism of the exhaust camshaft; 3 - intake camshaft oil seal; 4 - exhaust camshaft oil seal; 5 - solenoid valve for regulating the position of the exhaust camshaft; b - VCT system support; 7 - solenoid valve for regulating the position of the intake camshaft; 8 - exhaust camshaft position sensor; 9 - intake camshaft position sensor; 10 - cylinder head cover; 11 - master ring of the exhaust camshaft position sensor; 12 - master ring of the intake camshaft position sensor

For Ford Focus 3 cars Russian market install transverse four-stroke gasoline engines with in-line vertical cylinders and liquid cooling: 1.6 l Duratec Ti-VCT with variable valve timing (105 hp);

1.6 l Duratec Ti-VCT with variable valve timing (125 hp); 2.0 L Duratec Ti-VCT with variable valve timing (150 hp).

All engines with double overhead camshafts have four valves per cylinder. The camshafts of engines with a displacement of 2.0 liters are driven by a plate chain, the tension of which is provided by an automatic tensioner. The gas distribution mechanism of 1.6 liter engines is driven by a toothed belt. The belt tension is provided by the tension roller spring. On all engines, the valves are driven directly from the camshafts through cylindrical pushers, which simultaneously serve as adjusting elements for the clearances in the drive.

The cylinder head is made of aluminum alloy according to a transverse cylinder purge pattern (inlet and exhaust channels located on opposite sides of the head). Valve seats and guides are pressed into the head. The intake and exhaust valves are equipped with a single spring, fixed through a plate with two crackers. The block head is centered on the block by two bushings and secured with ten bolts. A non-shrinkable metal-reinforced gasket is installed between the block and the head. In the upper part of the cylinder head there are five bearing supports for two camshafts. The lower parts of the supports are made integral with the cylinder head, and the upper parts (covers) are attached to the head with bolts. The holes of the supports are processed together with the covers, so the covers are not interchangeable; each of them is coated with serial number. On 1.6 liter Duratec Ti-VCT engines, the function of the front supports is performed by the support of the dynamic valve timing system (see below in this subsection), which simultaneously holds the camshafts from axial displacement.

The cylinder block is a single casting made of special high-strength cast iron, forming the cylinders, cooling jacket, upper part of the crankcase and five crankshaft bearings, made in the form of crankcase baffles. The cylinders are bored directly into the block body. At the bottom of the block there are five beds of main bearings with removable covers attached to the block with bolts. The main bearing caps are machined together with the block and are not interchangeable. In the bearing beds (in the upper parts of the supports) there are outlet openings for oil channels intended for lubrication of the main bearings, and through holes into which ball valves with nozzles are pressed, through which oil is sprayed onto the piston bottoms and cylinder walls. The cylinder block has special bosses, flanges and holes for fastening parts, assemblies and assemblies, as well as channels for the main oil line.

The crankshaft, made of high-strength cast iron, rotates in main bearings equipped with thin-walled steel liners with an anti-friction layer. The upper liners installed in the cylinder block have a groove on inner surface and a through slot through which from the outlet oil channel The oil flows to the ball valve with the nozzle. There are no grooves or slots in the bottom liners. The axial movement of the crankshaft is limited by two identical thrust half-rings. The flywheel is attached to the rear end of the crankshaft with six bolts. At the front end of the crankshaft there is a timing gear drive pulley and an auxiliary drive pulley.

Short skirt pistons are made of aluminum alloy. On the cylindrical surface of the piston head there are annular grooves for two compression rings and an oil scraper ring. Six drills in a groove oil scraper ring designed to drain oil removed by a ring from the cylinder walls. Two of these drillings supply oil to the piston pin.

Piston pins of tubular cross-section are installed in the piston bosses with a gap and pressed with interference into the upper heads of the connecting rods, which with their lower heads are connected to the crankpins of the crankshaft through thin-walled liners, the design of which is similar to the main liners.

The connecting rods are steel, forged, with an I-section rod. The connecting rods are processed as an assembly with covers. In order not to confuse them during assembly, the cylinder serial number is marked on the side surfaces of the connecting rods and caps.

Camshafts are cast, cast iron.

The gas distribution mechanism is closed with a plastic cylinder head cover. An oil separator for the crankcase ventilation system is installed in it.

Combined lubrication system

An oil sump cast from aluminum alloy is attached to the bottom of the cylinder block. The oil sump flange is sealed with FORD WSE-M4G323-A4 sealant-gasket. The crankcase has a hole for draining oil, closed with a screw plug.

The oil filter is full-flow, non-separable, with bypass and anti-drainage valves.

The crankcase ventilation system is closed, forced, with crankcase gases removed through the oil separator into the cavity of the air filter.

The engine cooling system is sealed, with an expansion tank

The engine power system consists of an electric fuel pump installed in the fuel tank, a throttle assembly, a fine fuel filter and a fuel pressure regulator installed in the module fuel pump, fuel pressure pulsation compensator, injectors and fuel lines, and also includes an air filter.

Exhaust gas recirculation system with actuated recirculation valve stepper motor, according to signals from the electronic unit of the engine control system, it transfers part of the exhaust gases into the intake manifold. This achieves a reduction in vehicle emissions and compliance with modern environmental standards.

The ignition system is microprocessor-based and consists of an ignition coil, high-voltage wires and spark plugs. The ignition coil is controlled by the electronic engine control unit. The ignition system does not require maintenance or adjustment during operation.

On 2.0 liter engines, a separate ignition coil is installed for each spark plug.

The engine management system includes the electronic unit control (controller), temperature and absolute pressure sensors in the intake manifold, throttle position, coolant temperature, crankshaft position, camshaft position, outside air temperature, oxygen concentration (control and diagnostic), accelerator, brake and clutch pedal positions, detonation, as well as actuators, connectors and fuses.

The power unit (engine with gearbox, clutch and final drive) is mounted on three supports with elastic rubber elements: two front ones, which absorb the bulk of the power unit, and a rear one, which compensates for the torque from the transmission and the loads that arise when starting the car, acceleration and braking.

A distinctive feature of the 2.0L Duratec Ti-VCT engines is a variable-length plastic intake manifold with additional swirl flaps at the inlet to each cylinder.

When the engine is running at low load, the swirl flaps are closed and create a vortex movement of the air-fuel mixture entering the cylinder, which promotes more complete combustion of the fuel. This reduces fuel consumption and exhaust gas toxicity. As the load increases, the swirl flaps open under the influence of vacuum supplied to the 2 flap drive through a solenoid valve controlled by the engine electronic unit.

Distinctive feature Duratec engines Ti-VCT with variable valve timing is the presence of an electronically controlled variable valve timing (VCT) system that dynamically adjusts the position of the camshafts. This system allows you to set optimal valve timing for each moment of engine operation, which, in turn, achieves increased power, better fuel efficiency and lower exhaust emissions.

The timing belt drives VCT mechanisms 1 and 2 of the intake and exhaust camshafts, respectively. The VCT mechanisms, in turn, drive the corresponding camshafts.

To determine the instantaneous position of the camshafts, sensors 8 and 9 of the camshaft position are installed at the rear end of each of them. On the camshaft journals there are master rings 11 and 12 position sensors.

On the front part of the cylinder head there is a support 6 of the VCT system, which simultaneously serves as the covers of the front camshaft bearings and the holder of the oil seals of the 3rd and 4th camshafts. Two electromagnetic valves 5 and 7 are attached to the caliper, which hydraulically control the VCT mechanisms. The solenoid valves, in turn, are controlled by the electronic engine control unit.

The oil supplied to the VCT hydraulic system from the main oil line of the engine, in addition to the main oil filter of the lubrication system, is cleaned in additional filter 9. Additional oil purification is required because the flow sections of the electromagnetic valves are very small and contaminant particles of 0.2 mm in size can already lead to VCT system failure. At the same time, the filter plays a role safety valve ensuring uninterrupted oil supply to the VCT hydraulic system under any circumstances. The filter is non-removable and cannot be replaced.
The VCT solenoid valve, consisting of an electromagnet 1 and a valve including a spool 2 and a spring 7, according to signals from the electronic engine control unit, supplies oil under pressure from the main line of the lubrication system into the working cavities of the VCT mechanisms or drains oil from these cavities, which leads to mutual movement of mechanism elements and, as a consequence, to a dynamic change in the position of the camshafts.

While the engine is idling, the electronic engine control unit repeatedly activates the solenoid valves for short periods of time in order to clean their elements and channels from any contaminants that have accidentally entered them.

When the power supply to the VCT solenoid valves is turned off, the oil supply holes 6 from the main line and the drain 8 are completely open and the VCT mechanisms are installed in initial position. In this case, the engine runs without changing the valve timing.

The VCT system elements (solenoid valves and dynamic camshaft position control mechanisms) are precision manufactured components. In this regard, when performing maintenance or repair of the variable valve timing system, only replacement of the assembled system elements is allowed.

Diagram of the oil lines of the VCT system of the 1.6 l Duratec Ti-VCT engine: 1 - socket for installing the solenoid valve for adjusting the position of the exhaust camshaft; 2 - channels connecting the solenoid valve and the VCT mechanism of the exhaust camshaft; 3 - channel for supplying oil from the main oil line of the engine to the solenoid valves; 4 - VCT caliper; 5 - channels connecting the solenoid valve and the VCT mechanism of the intake camshaft; 6 - socket for installation solenoid valve adjusting the position of the intake camshaft; 7 - channel for supplying oil from the main oil line of the engine to the intake camshaft; 8 - cylinder head; 9 - oil filter of the VCT system; 10 - oil supply channel from the main engine oil line to the exhaust camshaft

Solenoid valve VCT: 1 - electromagnet; 2 - valve spool; 3 - annular groove connected by a channel in the caliper to the second working chamber of the VCT mechanism; 4 - annular groove for oil drainage; 5 - annular groove connected by a channel in the caliper to the first working chamber of the VCT mechanism; b - oil supply hole from the main line; 7 - valve spring; 8 - hole for draining oil; A - cavity connected by a channel in the caliper to the first working chamber of the VCT mechanism; B - cavity connected by a channel in the caliper to the second working chamber of the VCT mechanism

Camshafts of the 1.6 l Duratec Ti-VCT engine: 1 - bolts for securing the camshaft bearing caps; 2 - camshaft bearing caps; 3 - camshafts; 4 - cylinder head; 5 - VCT caliper