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The Lynx also boasts of some quite useful standard features that aren't available on some of its newer rivals such as the split 60/40 rear seats and a standard first-aid kit. After two years of use, the Lynx’s 1.6-liter engine is still surprisingly very cunning—making it a good match against the Honda’s VTEC-3 and the Nissan’s GQ series engines. The 118-bhp works wonders for this car that even with mated with the 4-speed automatic, the Lynx is still brisk enough to take on the much larger Toyota Corolla Altis 1.8G, especially on a stoplight duel. The reason for this is that the Lynx has the tendency to shift much faster when on the lower gears, giving more acceleration; then shifting much later as it uses third and fourth gear. Overall, the numbers are still impressive as the Lynx can go from 0-120 km/h in a stretch covering less than two kilometers! Speaking of the gearshift, one rant that we have with the gearshift is the lack of a shift lock feature that prevents an accidental downshifting from ‘D’ to ‘2’ as well as the lack of an overdrive off feature. Although there is a ‘Hold’ button on the dash, we know little on what this thing does except that it lights up the instrumentation cluster with the warning ‘Hold’. Funny…we thought ejector seats are standard on the Lynx as well. Downsides to a performance-biased engine is that the Lynx doesn’t have the relaxed character of the Nissan or Corolla inline-4s as the Ford is more rowdy, more fiery and certainly more brutish than its Japanese rivals. Moreover, the fuel mileage is constantly in the 6-6.5 kilometer range, a poor reading considering that a Honda Civic SiR even when driven hard can manage 8-9 kilometers per liter. Overall, the Lynx shows a good handling balance thanks to the Lynx’s good low-profile tires and lack of mid-section flab. Moreover, the body roll isn’t as significant as the Nissan Exalta's, giving the Lynx some road good manners whether on slow or fast cornering. On the downside, the steering feedback is vague, especially after experiencing the likes of the new Honda Civic. Moreover, the suspension feels as if it’s the current Flavor of the Month at your local supermarket: it’s like riding on Popsicles! The harsh ride coupled with the thinly padded seats for all passengers, front and rear; make the Lynx not such a good companion especially on long-terms unless your backside is as big as Jennifer Lopez’s. In addition to creating some discomfort with passengers, the Lynx’s stiff ride had also contributed to the car’s quick degradation in terms of body solidity. Surely enough, even on the straight asphalt roads of C5, some creaks from dashboard and the rear panels are audible. The only other rant in terms of solidity is that the doors and the trunk lack the authoritative thunk that the new Toyota Corolla Altis has. It’s a shame since the Lynx had good initial assembly, as well as material quality. After sales service is quite good for the Lynx as there are no service stupidities to be reported as of yet. In fact, we are quite amazed that Ford Edsa gave some follow-ups to the owners of our long-term Lynx asking questions regarding satisfaction and areas for improvement. Moreover, at roughly 23,600 kilometers, the Lynx hasn’t required any sort of special service except for the regular PMS. This car feels and behaves like it did two years ago, albeit with slight squeaks here and there. The market may have forgotten that this car exists especially with the launch of its newer Japanese rivals, but the Lynx is still a pretty good choice for those who want some luxury, some sporty and with some refinement at bargain bin prices. The Lynx may have been the hippest and coolest 1.6-liter car to have then, but right now it’s everything but a chick magnet. Now, the Ford Lynx appeals to the practical—and if you examine it closely enough, there is no better choice given a limited budget. This Lynx is surely NOT the weakest link. |
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