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New Ford Focus ECOnetic with Start-Stop Targets 62 mpg US, 99 gCO2/km

The 2010 Ford Focus ECOnetic. Click to enlarge.

At the 2009 Frankfurt Motor Show, Ford of Europe introduced the new 2010 Focus ECOnetic. When equipped with a new optional Ford Auto-Start-Stop system that was previewed on the Ford iosis MAX Concept at the 2009 Geneva Motor Show, the 2010 Focus ECOnetic is targeting average combined cycle fuel consumption of 3.8L/100km (62 mpg US) with CO2 emissions as low as 99 g/km.

Regardless of whether Auto-Start-Stop is specified, the Focus ECOnetic has Smart Regenerative Charging and Low Tension FEAD (Front End Accessory Drive) technologies that are new to the Ford of Europe product line-up, and which combine to deliver lower emissions and better fuel efficiency. The standard Focus ECOnetic offers combined cycle fuel consumption of 4.0L/100km (59 mpg US) and CO2 emissions of 104 g/km.

Power comes from Ford’s 108 hp (80kW) 1.6-liter Duratorq TDCi engine with standard coated Diesel Particulate Filter (cDPF).

We combined the proven approach of the original Focus ECOnetic model with even more detail improvements and all-new technologies. The new Focus ECOnetic is particularly significant as it paves the way for some of these technologies to be implemented into our core vehicle series in the near future.

—Dr. Thilo Seibert, Manager CO2 Technologies for Ford of Europe

Auto-Start-Stop. The new Focus ECOnetic five-door is the first European Ford to offer a new Ford Auto-Start-Stop system, which combines automatic engine start-stop operation with the car’ smart regenerative charging and advanced battery management systems.

The system can reduce fuel consumption and CO2 emissions by up to 5% in mixed driving conditions. In an urban environment and in heavy traffic with frequent stops the savings could increase to as much as 10%.

When the engine shuts down, the electronic control unit immediately prepares the engine’s systems for an instant restart. An integrated system of sensors is then used to detect when the driver performs an action that signals the intent to drive off, such as pressing the accelerator or clutch pedal.

As soon as the driver prepares to move away, the engine starts quietly and almost instantly; it only takes the system around 0.3 sec to fire up the engine. The process is near imperceptible, and happens before gear selection is completed.

To support the increased number of engine starts, the starter motor is upgraded with a high performance electric motor and a stronger pinion-engagement mechanism with reduced noise levels.

Smart Regenerative Charging. A Smart Regenerative Charging system increases the alternator output when the vehicle brakes or decelerates. This converts the kinetic energy of the vehicle into electric energy without having to use additional fuel.

The ‘free’ electric current is used to recharge the battery, so that it can be used by the electrical systems at a later stage. This could be when the engine is switched off during a stop-phase, but can also be when the generator is operating in a less efficient mode.

The battery has an advanced management system that continually monitors its status and communicates with the Ford Auto-Start-Stop system, so that the regenerative charging feature can charge the battery in the optimal way. The start-stop system knows how much battery charge is available, so that it can leave the engine running if the battery does not have a sufficient level of charge.

Low Tension FEAD. It has always been an integral element of the Ford ECOnetic approach to monitor potential sources of friction and find innovative solutions to make everything work even more efficiently. The Low Tension FEAD (Front End Accessory Drive) technology is the latest example that reinforces this.

A newly designed alternator bracket and new belt pulley design enable the tension of the front end accessory drive belt to be lowered without causing issues that are normally related to drive belt slackness such as increased wear of the belt itself or the alternator bearings, as well as raised noise levels.

With the belt at a lower tension, friction in the entire system is reduced and less friction leads to reduced fuel consumption.

Improved Duratorq TDCi engine technology. For the Ford Duratorq 1.6-litre TDCi engine, new injectors were specified, while the intake system was revised and the exhaust system fitted with an oxygen sensor. The engine management system was recalibrated and a standard coated Diesel Particulate Filter (cDPF) was added. No additives are required for the filtering process.

Additionally, the gear ratios of the Ford Durashift five-speed manual gearbox have been revised, offering a longer ratio for third, fourth and fifth gears—bringing down engine revs and engine noise.

New Ford Eco Mode. The new Ford Focus ECOnetic also introduces new driver-focused software. The new Ford Eco Mode system is a software application that is added to the instrument cluster to give the driver useable and realistic eco-driving advice.

This system monitors major parameters relevant for optimal fuel consumption that can actively be influenced by altering driving behavior. These parameters include gear shifting, anticipation (driving as consistently and smoothly as possible) and motorway driving (driving with the most efficient speed on motorways and country roads). In addition the system considers the percentage of cold-engine short trips.

As a result of this monitoring process, Ford Eco Mode generates a driver profile with a scoring scheme for these driving parameters, and offers information on how to improve fuel economy over time. This ongoing process can be translated into driver advice that can help make the best of the vehicle’s technology.

Other ECOnetic elements. To improve aerodynamics, the Focus ECOnetic is lowered by 10mm at the front and 8mm at the rear, while the outer areas of the lower grille are fitted with blanking plates on the inside surface which contribute to the vehicle’s coefficient of drag of 0.31. The car uses Michelin Energy Saver 195/65R15 tires to lower rolling resistance.

A further measure to reduce friction continued from the original Focus ECOnetic, is the use of low-viscosity transmission oil developed by Ford’s energy partner BP. Ford subsequently introduced it as the standard transmission oil for all of the company’s core C- and CD-segment passenger cars fitted with manual transmission and dual-mass flywheel.

The reduction in energy consumption is combined with the efficiency of the Focus EHPAS (Electro-Hydraulic Power Assisted Steering) system and underlines the fact that seemingly minor changes can produce a major fuel consumption benefit. By re-calibrating the no-load performance of the electric servo pump, energy consumption was reduced sufficiently to provide a noticeable reduction in fuel consumption.

The new 2010 Focus ECOnetic with Auto-Start-Stop will be available as a five-door model only in selected European markets from early 2010.

New Ford Focus ECOnetic
 Focus ECOnetic
Focus ECOneticFocus ECOnetic
Max power (hp / kW) 108 / 80 108 / 80 89 / 66
Max torque (N·m / lb-ft) 240 / 177 240 / 177 215 / 159
CO2 emissions (g/km) 99 104 104
Fuel consumption
(L/100km / mpg US)

4.5 / 52.3
3.4 / 69.2
3.8 / 61.9

5.0 / 47.0
3.4 / 69.2
4.0 / 58.8

5.0 / 47.0
3.4 / 69.2
4.0 / 58.8
Top speed (km/h / mph) 191 / 119 191 / 119 182 / 113


Will S

Someone please remind me; did Ford change their mind about not bringing this to the US?


This Ford Focus stop-start could compete directly with the new Honda Insight and Toyota Prius III. When will it be built and sold in USA/Canada?

Graham C

There are many great cars that we should have here. Any thoughts on how we could 1) encourage the automakers to bring them here 2) make some money selling the cars [eg on EBay].

Nick Lyons

I would be happy to drive such a car, but my wife wants our next car to be an automatic. I'm thinking a successful US model would probably need:

o 1.6L Eco-boost instead of TDCi
o Auto transmission version of start-stop

It might get 50mpg+. Would it sell, considering the likely cost premium over a more standard Focus?

Thanks to the over zealous emissions standards in California, and now adopted by other states such as New York, Washington, etc. This can't be sold in the USA becasue the market isn't big enough.

Also driving down the market opportunity is the fact that too many people in the USA lack the driving skill to drive a manual transmission. Out of the ones that are driving a manual transmission, about 50% ruin the clutch in about 50K miles, again becasue of lack of driving skill.

2000 Jetta TDI, 237K miles, origianal clutch - plenty of Seattle downtown driving...


Surely <105 CO2 emissions (g/km) meets US emissions - whatever transmission.

If not, there are some US politicians who need to be shoved off the lobby trough.


Again the US won't get the highest mileage variations. But we are starting to see real choice among cars that give 40+mpg. And 50+ is coming.

This FOCUS would be nice with a six or seven speed automatic of dual clutch design. I see Renault announced still another one today. Ford will get one into the Focus when they can.


It should be noted, that the European cycle is not equivalent to the US standard. This car would maybe get between 45 and 50 mpg in the US standard.


It is Ford's version of BMW's "Efficient Dynamics" - it is great to see this stuff on a lower priced range of cars.

It would be good to see what they can do with the petrol Eco-Boost engine, the 1.6 or the smaller one which is on the way - you might have a car for the US in that case.

Basically, it shows the power of the EU's CO2 directive - they mandated a <130gms average for all companies, and the guys are going for it (and will probably hit it).

On the aerodynamics - they have blanked off some frontal apertures from behind to reduce the CD, but it is still 0.31. I wonder if they took a more aggressive blanking policy could they reduce it further, or would they end up with an awful looking car ?

Stan Peterson

Thisi car would achieve 40 mpg by Amercan testing methods. But it won't, since it is, and will remain illegal here.

This pollution pig is just too dirty to pass T2B5 regulations.

Its American counterpart will soon be an Ecoboost HCCI ICE engine achieving a PZEV rating and obtaining 50-60 mpg on the American measuring method, making it a 70-80 mpg ZERO POLLUTION car in Europe. At the same time the American version will outperform the cranky dirty diesel.

Thomas Pedersen

Mahonj, about the 0.31 drag coefficient;

AFAIK car model design has a 5-8 year lead time. The current Focus was more or less designed 8 or more years ago when customer expectations were different. It might even be too late for the next model... However, I am sure that all car makers see a customer demand of highly efficient vehicles and for that reason I expect to see drag coefficients to touch the 0.25 within a couple of years for new models. And do not forget that frontal area is just as important!

I have a 115 mile commute, round trip (shame on me) so I really need a very aerodynamic car with an efficient diesel engine with enough torque to run efficiencty at ~80 mph, which is typical driving speed on Danish motorways. That has more use to me than start-and-stop technology, although I applaude this development too.

If only I could afford it, the new 320d EfficientDynamics would be ideal for my needs. I hope to see cheaper cars with more emphasis on aerodynamics in the future. I am sure there are many potential customers with needs such as mine. And with more and more households owning more than one car, there should be ample room for highly efficient long-distance driving cars. Actually, I would love to see the VW L1 on the streets!


I'm curious as to how CO and NOx emissions are affected by the start stop cycle. Yes, it is true that most European style diesels would be unable to directly import to the US, since they would not quite meet US Nox and particulate requirements. If there is a start stop cycle, so that the auto is not polluting during idle, this may significantly reduce NOx and particulate emissions during the urban cycle. Furthermore, does Ford has a system similar to "add Blue" which can reduce particulates even more? Is there already an upgrade beyond Ford's standard cDPF?


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