What’s wrong with the Lynx?

As far as sales figures of their Lynx compact sedan are concerned, Ford officials see room for improvement. A lot of room.

According to CAMPI figures, Ford moved 445 Lynxes in the first four months of 2001. Not too bad, considering the nation’s state of affairs during the same period, which always puts a dent on just about every business. That is, until you check the passenger car sales of Honda, Toyota, Nissan, and Mitsubishi, which managed sales of 2,452, 1,271, 1,081, and 972, respectively.

Granted, the other players have many more models and variants to deal with. Still, it makes one wonder if there is, indeed, something inherently wrong with the Lynx.

I’ve tested several variants, including the most recent 2001 versions and found each one a solid, capable performer in every respect. The engines, with state-of-the-art distributorless ignition systems, are peppier and more refined than those in the Sentra, Lancer, and Corolla. It also has more interior space than those three cars.

The manual transmission-equipped Lynxes are a joy to shift, just like a Sentra or a Civic. The artificially intelligent automatic transmissions are every bit as smart and as smooth-shifting as those in the Lancer and Civic, if not even better.

The ride-versus-handling compromise is superbly managed, not too stiff to be uncomfortable but still a joy to throw into a corner; again, better than its counterparts from Nissan, Mitsubishi, and Toyota.

It has one of the lowest NVH (noise, vibration, harshness) levels in its class. It feels a generation newer, stiffer, and better built than the Sentra, Lancer, and Corolla, which it is. (Expect all-new and bigger models of those three cars within the year.)

Features and amenities? You’ve got literally cool perforated leather seats, 15-inch wheels, remote keyless entry with alarm, an avante garde champagne silver console, a 12-disc CD changer with six speakers, and even a first aid kit, just like your neighbor’s Mercedes-Benz. The Lynx also has one of the best steering wheel designs in the market, both from an ergonomic and an aesthetic point of view. On the safety ledger, it’s got ABS and dual airbags.

Could it be the price? At P745,000, the range-topping Ghia A/T is priced what industry executives would describe as "competitive." It’s certainly much less than the top-selling Civic VTi-S. The entry-level P620,000 Lynx GSi M/T actually looks like a bargain.

So what gives? Is it the looks? Well, this is one highly subjective area. But even if the Lynx’s styling is on the conservative side, it’s definitely no wallflower. If anything, its styling is arguably fresher and more contemporary than those of its rivals, not surprising considering most of them have been around longer.

Perhaps it’s the brand. The masses who buy compact cars don’t need to make a statement. They want proven transportation and they feel that they could get this from a Toyota, a Honda, or the other long-time Japanese players. But a compact car from the company that brings you those hulking V8-powered trucks? Maybe next time.

Too bad. They don’t know what they’re missing.