Ford Focus Reviews

It wasn't so long ago Ford that ruled the small car roost with its Laser perched atop the sales charts ahead of popular cars like the Toyota Corolla, Nissan Pulsar and the Mazda 323.In more recent times the company has lost its way when it comes to small cars, preferring to focus on the larger Falcon and Territory. Along the way small Fords have dropped off the shopping lists of most small car buyers.  That's changed with the introduction of fresh new European-designed models like the Focus and Fiesta, but it's been a long, hard slog back.The first Ford Focus got lost in the frenzy of the BA Falcon launch, which was a do-or-die model that could easily have spelt the end of the local Ford operation had it failed.  It took a new Focus model to get any attention, but Ford gritted its teeth and did the sort of promotion necessary to kick-start showroom traffic.The new Focus launched in 2005 delivered European driving dynamics in a sophisticated, but still value-for-money package.MODEL WATCHThe LS Focus was a more rounded car than the first model Ford unveiled here in 2002.  That first model, the LR, was acclaimed for its sportiness, but the LS won more plaudits for its sophisticated feel, roominess and improved interior.There were two body versions, a five-door hatch and a four-door sedan, with two levels of trim, the CL and LX, in each. In addition there was a sporty Zetec hatch and a luxury Ghia sedan.Ford's designers moved away from the soft rounded forms that characterized the previous Focus, and gave the LS a sharper, more chiseled look.  The body was wider, the wheelbase longer, and overall the LS Focus was a little stiffer.One engine was offered across the LS range, it was a 2.0-litre that generated 107 kW at 6000 revs and 185 Nm at 4500 revs at its performance peaks.  A five-speed manual gearbox was standard on all models except the Ghia that had a four-speed auto, but the auto was optional on the other models.The CL range-starter had air-conditioning and dual front airbags, but not ABS anti-lock brakes, they came part of an extra-cost safety pack along with side airbags.For a more geared ride there was the LX that had cruise, alloys, ABS brakes and side airbags.  The sporty Zetec hatch had all of that, plus 17-inch alloys, a groovy body kit and sports suspension.  If you wanted a smoother ride there was the Ghia sedan, which boasted dual climate-controlled air, six-CD sound, and leather seats.IN THE SHOPOwners are generally happy with the reliability of their cars, which on average have now done around 75,000 km. There are no general faults that are showing up on a regular basis. They should be aware of brake wear, as they should on all European-designed cars.It’s worth paying close attention to the build quality of cars under consideration. While the Focus was designed in Europe, those coming to Australia were built in South Africa and the build quality was variable.Check paint quality, panel gaps and general fit and finish. Also check for a service record that shows regular maintenance has been carried out.  It’s worth noting that the LS Focus has a timing chain, not a belt, and doesn’t need any maintenance until you’ve racked up 240,000 km.ON THE ROADSlide behind the wheel of the LS and you are instantly aware of the extra cabin space, it's wider in the front and anyone sitting in the rear would notice the extra legroom.Look around you and you would have seen the new dash that was much better laid-out with controls placed more logically and within easier reach of the driver.  On the downside the plastics were rather hard and had an industrial feel.  The seats were also flat and could be unsupportive, particularly when driven hard.The 2.0-litre engine was responsive and the throttle was very light, and needed careful application to avoid unintentionally exceeding the speed limit in a moment of inattention.IN A CRASHA stiffer body on an agile, responsive chassis platform is a fine beginning for a safe package; add front and side airbags and it became even better.  Front and side airbags, and ABS braking, were all standard on all models except the CL. They were added to the CL in 2008.  ANCAP rated the Focus at four stars, five with side airbags.AT THE PUMPRoad testers at the time of launch were generally positive about the fuel-economy of the Focus, the average reported at 8.7-9.2 L/100 km.  A more recent drive of a Zetec hatch had the better return of 7.1 L/ 100 km in average driving around town.OWNERS SAYTim Bainbridge has done 45,000 km since buying his 2006 CL Focus and says it's a great car. His only beef is that the air-conditioning struggles on very hot days.Jayden Gebbie has racked up 105,000 km in his 2006 Focus, and apart from an oil burning issue in the first 10-15,000 km there have been no other faults. His criticisms are of the level of road noise, the flat and hard seats and the lack of a light in the rear of the cabin.Lee James is generally happy with his 2007 LX hatch, which was bought for its extra safety features. He likes the handling, the nippy performance around town, the interior roominess and boot space, fuel economy, cost of servicing and its value-for-money, but he's not so enamored with the paint quality, the hard plastics on the interior, and some areas where he believes Ford skimped on material, and the spacer-saver spare wheel. He's also unimpressed at having to replace the water pump at 30,000 km.LOOK FOR. Modern looks. Roomy cabin. Torquey engine. Comfy ride. good level of safetyTHE BOTTOM LINE. Safe, sound, solid package that rides, handles and goes well and has room for a small family.RATING80/100 

Diesels in small cars are becoming more accepted and Ford's updated Focus TDCi will do nothing to detract from the trend.Only its price might go against the torquey little hatchback - at a $28,290 starting price there are a couple of cheaper alternatives, but the Focus is by no means the most expensive either.Interior The first thing noticed from behind the wheel is the high seating position relative to the steering wheel, even at the extremes of seat and wheel adjustment.It's something of a Ford trait but will only bother taller drivers - the Falcon has a similarly high set-up, which puts the legs close to the wheel and can make getting in and out a little cumbersome.The centre console area has the controls for the sound system, with a central knob menu set-up which takes a little deciphering, but once set up is easy to use, given that most functions can be controlled from the wheel.The seats are comfortable enough but feel a little too flat, sitting on rather than in, which becomes more noticeable as lateral forces grow.Drivetrain Even for a mainstream model, the TDCi can generate a decent amount of force in the corners, leaning a bit but settling nicely into corners.Firing out of them is child's play as well, with 320Nm of torque (340Nm briefly on overboost) pushing the front wheels around a little and sometimes firing up the standard stability control - more subtle use of the throttle is very effective.The six-speed double-clutch gearbox (a $2000 option) is smooth and quick - with the manual shift pattern going the correct way - but it has no sport model and is a little less frugal than the manual.While not as powerful as the XR5 Turbo petrol hot-hatch, it offers similar torque levels without the thirst, laying claim to 5.9 litres per 100km (the manual returns 5.6) versus 9.3 for the XR5.Figures for a comparable model in the UK suggest 7.8 litres per 100km around town - which is where we spent the bulk of our time in the TDCi, with a claimed 4.7 litres per 100km on the EU highway cycle, a number which is not difficult to believe either.Filling the 53-litre tank and pointing the Focus TDCi at the open road, the little five-door has a potential highway range of between 900 and 1100km.The two-litre direct-injection turbodiesel produces a noise that suggests diesel but its not as intrusive as some diesel passenger cars, with good insulation from vibration as well.Using the manual gear selector, the in-gear urge is strong, with the double-clutch transmission only sometime conspiring with small amount of turbo lag to have a moment of indecision.Equipment The Focus range has air conditioning, tinted windows, a four-speaker CD sound system with MP3 input, remote keyless entry, power front windows and mirrors, a trip computer and variable intermittent windscreen wipers.The optional Safety Pack (with stability control, emergency brake assist and side-curtain airbags) is standard fitment for the TDCi, along with 16inch alloys, front fog lamps, cruise control, a leather-wrapped steering wheel with audio controls, front and rear power windows.The TDCi also gets a large centre console with sliding armrest (with useful storage capacity) and a rear seat centre armrest.Something that also remains on the Focus - but is unfortunately is fast disappearing across the board - is a roof antenna for the sound system. In-glass antennas don't get the job done with the same degree of clarity and until we're all completely digitalised then a decent external antenna is preferable.The Focus offers good boot space, with the rear end swallowing plenty of the usual family gear without an issue.Market Plenty of brands are spruiking hybrids and around town, hybrids make the most of the staccato traffic flow, thanks to regenerative braking and stop-start functions.Ford's early numbers show the new model running between 7 and 10 per cent but it deserves a better chunk of the market.But little diesels claw back some points on the open road and the Focus is an all-rounder worthy of recognition.Ford Focus TDCi hatch Price: from $28,290.Engine: two-litre 16-valve DOHC direct-injection 16-valve four-cylinder turbodiesel.Transmission: six-speed (optional) double-clutch automatic, front-wheel drive.Power: 100kW @ 4000rpm.Torque: 320Nm @ 2000rpm.Performance: 0-100km/h 9.3 seconds. Top speed 200km/h (governed).Fuel consumption: 5.9litres/100km, on test 7.6 litres/100km, tank 53litres.Emissions: 157g/km.RivalsHolden Astra CDTi, from $29,290.Hyundai i30 SX CRDi, from $21,890.Dodge Caliber SXT CRD, from $32,490.Kia Soul CRDi, from $30,890.  

The Focus Coupe-Cabriolet is a breath of fresh air in the Ford camp. Motorists have shown great interest in convertibles. Not just the traditional little two-seat sports cars but the four-seat versions.And especially with the advent of the hard top that folds away - a two-door hard-top coupe one minute and an open-top convertible the next.Or the next 29 seconds, in the case of this convertible version of the Focus, derived from the Focus hatch and sedan already familiar to Australian motorists.It was a bit remiss of Ford not to have a convertible in its range for more than four years.Ford Australia used to make a soft-top convertible, the two-seat Capri in the early 1990s.This new Focus Coupe-Cabriolet brings open-air motoring back into affordable reach - $45,490 for the five-speed manual and $47,490 for the four-speed auto. These are the same prices of rival Holden Astra Twin-Top.Considering the extra expense in building the car and in the roof mechanism, these prices aren't bad when also looking at the equipment list. It has dual-zone climate control, leather-trimmed interior, variable front seat heating, six-stack CD with eight-speaker system and 17in alloys.Safety is addressed with ABS brakes, stability control with traction control, front and front side airbags and, should things start going upside down, twin rollover protection hoops that spring from behind the back seats.The front windscreen sweeps back so far that drivers who need or prefer to sit closer to the wheel have the windscreen just about covering their heads.The two rear passengers cop a lot of breeze with the roof off and do not get the heated seats of the front occupants. However, we tried a country drive one chilly night with the roof off and found that with the four side windows up and the heater blowing through floor vents under the front seats towards the rear, it was tolerable. And fun.Fun is what this car is about, not performance. The Focus two-litre, four-cylinder petrol engine drags a lot more weight, the result of cross-bracing and the roof mechanism. At 1465kg, it's about 160kg more than the Focus hatch.It means that come to a hill and this car struggles. At least in the automatic version we drove. It has a manual sequential mode but the transmission control unit takes an age to think about changes. Maybe the manual is the go for people who want some zip.There's only a trace of scuttle shake when the roof is off. It's no Audi when it comes to body control, but Audi doesn't sell such cars for $45,000. Rear-seat leg room is tight, but boot space is good for this type of car.The two-litre Duratec engine delivers 107kW of power at 6000rpm, 185Nm torque at 4500rpm and uses petrol at a rate of 8.6 litres/100km. 

Remove the roof, feel the breeze in your hair and gear up for some open-road cruising, sunscreen and hat close by.And while other manufacturers have had their versions of the under-$50k convertibles for some time, it's now Ford's turn to come to the coupe-cabriolet party and it's better late than never.Ford's offering in this segment is in the form of a Focus Coupe-Cabriolet with an Italian twist.The stylish new addition to the Focus range is based on the Vignale concept car first shown at the 2004 Paris Motor Show. The production version was built in partnership with Pininfarina, the name that has been associated with many marques over the years, including Ferrari.And the car's origins are cemented even further in Italy, having been built in Turin.The new Focus wears its heritage with pride, with a Pininfarina badge adorning its side.At $45,490, the hard-top convertible comes with a competitive price tag, up against the Holden Astra and Volkswagen Eos. It's fitted with a 2.0-litre Duratec four-cylinder engine, which is quiet inside the cabin in both modes.A total of 107kW is delivered at 6000rpm, with 185Nm at 5400rpm, but 90per cent of peak torque is available from just over 2000rpm.Ford believes it will sell around 100 models a month, with 75per cent of sales being automatics, adding $2000 to the price.But out on the winding roads, the four-speed automatic gearbox felt sluggish. Apply some hard acceleration and you're left watching and waiting for the tacho needle to rise as it does so very slowly, anticipating the final delivery of power.While slipping into the sport sequential shift mode helped and allows the driver to control the gears, it still felt too slow.The five-speed manual that comes standard is the better way to go. When driving uphill and working your way up to speed, it still felt a little restrained, but once hitting faster cruising speeds, the Coupe-Cabriolet was fun to drive.It's not a sporty drive in terms of travelling fast and the way the performance is delivered, but that's not really the nature of this convertible.Rather, it's pleasant cruising and a classy car, one you can enjoy around town or on open roads. Throw it around corners and bends and you'll soon see its fun nature. It handled well as it stuck to the corners — with the roof up or down.By gaining the ability to drop its top, the Coupe-Cabriolet also packs on the kilos, weighing 140kg to 150kg more than the rest of the Focus range.Removing the roof requires the car to be stationary, and it's a simple press of the button on the centre console before the two-piece roof retracts in 29 seconds. Boot space is best in the class: 534 litres with the roof up, 248-litres when the roof is stored away.Once you remove the roof, the Focus still feels strong and steady on the road, the wind beingno hindrance at all. The dual-zone airconditioning also adapts with the roof off, and still manages to cool you down despite the outside heat.The Coupe-Cabriolet also comes with a good equipment list, including heated seats, six-disc CD system, rain-sensing wipers, leather interior and a glovebox cooling feature all standard. Metallic paint is no extra charge. Safety features are also impressive, with ABS and Dynamic Stability Control standard, as well as front and side airbags and a Roll-over Protection Device.Inside, it feels comfortable and even the back two seats offer adequate space. Nevertheless, it would still get a bit cramped for back passengers on long trips. The Focus drop-top is a stylish design and stands out from the rest of the Focus range, although it still does maintain its DNA.The flowing lines and unique rear tail lights particularly make it a more unique design.In terms of economy, the Focus' claimed consumption of 7.5litres per 100km for the manual and 8.3litres per 100km for the auto beats others in the segment.In real-world driving, we averaged around8.4 litres in the automatic version.The convertible rides on 17-inch alloy wheels, with 18-inch wheels an optional extra.A diesel model is available in Europe but Ford Australia has no plans to bring it here. Mainly the result of the different demand in transmissions, the diesel only comes with a manual.And while a petrol-powered turbo model, like that in the Eos, would give it that extra edge to push it into a more exciting and engaging drive, Ford says there are no plans to expand the range anytime in the near future.Ford believe its new convertible will be taken up by both males and females, the young and stylish and older empty-nesters looking for a treat after their children have left home. SNAPSHOT FORD FOCUS COUPE-CABRIOLETPRICE: $45,490 (manual) $47,490 (auto)ENGINE: 2.0L/4-cyl, 107kW/185NmTRANSMISSION: 5-speed manual, 4-speed autoECONOMY: 7.5L/100km (man), 8.3L/100km (auto) ALTERNATIVES Holden Astra Convertible $45,490Volkswagen Eos from $47,990Renault Megane Coupe-Cabriolet $44,490 

Ford's diesel-powered Focus is a sweet machine, feels solid and true with the goods and right price to be a considered rival to Holden's Astra and Volkswagen Golf diesels.The compact Ford is screwed together in a tidy, economical package, which should find favour with quite a few commuters. It has some European style with decent road dynamics and a certain amount of personality.Circumstances dictated this particular five-door Focus was only belted around the town, hardly saw fifth gear let alone sixth.Yet it impressed straight up with its tidy interior, ride quality and the willingness of that 100kW diesel engine. It impressed with its road manners and ability to slice through spaces in city traffic.Cabin ergonomics are good, controls and instruments all logical and legible with smart finishes.It has the European approach to dark and sensible colours for interior trim, the stereo quality is top class for a sub-$30,000 car and there's a useful trip computer.Little touches such as the fold-away key add to the Euro-design feel.Some may find those front seats a little narrow and the back seats, while having decent legroom, may not suit taller passengers.There is a not a lot of oddment space in the centre console but the rear cargo area is a good size with easy loading access.The four-cylinder Duratorq engine; the largest common-rail turbo diesel in the Ford passenger car range; starts with a little shudder and then settles into a comforting, sporting grumble. (Indeed the Focus engine noise is more akin to a warmed-over petrol engine than anything much else).It runs through the gears with a certain sweetness though best to keep engine revs north of 1800rpm to make best use of the power and torque, the first few hill starts may see a little clutch slip until the best clutch-revs balance is struck.This short run didn't see the hatchback fall much below 10 litres per 100 kilometres, that should be much improved with less stop-start, short-haul traffic; indeed Ford reckons it should get down to 5.6 litres per 100km and that sounds reasonable.The steering and front end are good but favour understeer in fast, tight turns.The other surprise was the suspension on city streets, over big bumps and little, It rode the city streets with the type of confidence normally reserved for more expensive machines.So this five-door Ford Focus has good road manners to go along with handsome style, excellent fuel economy and a reasonable price. Well worth a look if chasing a compact machine for general duties.

As usual, everyone is heading to Queensland to escape winter. One contingent last week didn't come in caravans or mobile homes, but with smart new cars.Ford could have chosen anywhere in Australia for the national launch of its updated Focus range, but naturally headed for the Gold Coast hinterland.It's an interesting car. Designed in Europe and built in South Africa, it's steadily increasing in popularity thanks no doubt to a good dose of style, practicality and first-rate dynamics.Things are about to get even better with a new series heading for showrooms, the first should trickle in this week, full stock by the end of the month; featuring a diesel version and a big price cut.Like all the best new-generation diesels, this one feels smooth and runs quietly. It also sips fuel: scooting around the Gold Coast hills, trotting around the back blocks and cruising the highways in several cars during last week's preview showed averages of 5.5-6 litres per 100km.The official rating is 5.6 litres for the diesel, compared with 7.1 litres per 100km for the petrol Focus, whose engine remains unchanged.At $27,990 ($4000 above the equivalent petrol model), the Focus TDCi will be the cheapest 2.0 litre diesel, taking on established models like the Holden Astra 1.9 CDTi ($29,990), VW Golf 2.0 TDi ($32,490), Peugeot 307 2.0 XSE HDi ($32,590), and Dodge Caliber 2.0 ST CRD ($28,990).The Ford diesel, a hatchback equipped like the Focus range's mid-rung LX model with alloy wheels and cruise control as standard. They will lose some buyers because it's unavailable with automatic transmission.To compensate, the manual gearbox is a six-speed unit (compared with five gears in the “normal” Focus models) to maximise both fuel economy and performance. It's precise and firm, easy to use.A good slice of its price advantage over Holden's Astra diesel is because stability control (which limits oversteer/understeer), traction control (which limits wheelspin) and curtain airbags, standard in the Holden, are optional in the Ford.But they're an affordable option: list price is $1300 for the potentially life-saving package, only $650 until September 30.The new TDCi is the attention-grabber of the revamped Focus range, but existing models have had a facelift (new bumpers, turn indicators, interior trim etc), upgraded equipment (anti-lock brakes and dual front airbags in the entry-level CL model, more airbags in dearer versions) and a significant price cut.Most versions have come down $1000, so the series starts at $19,990 for the CL manual. The top-line auto Ghia sedan has dropped $1500 to $29,490.To cover all bases, a Ghia hatchback and sporty-looking Zetec sedan have been added.Ford says the price cuts are thanks to the strong Aussie dollar, and savings by getting the Focus from South Africa.That may sound an unusual source for a European-designed small car, but the ones sampled last week looked and felt first-rate. No squeaks, rattles or blemishes.And putting a heavier diesel engine in the nose adds almost 100kg and seems to have done nothing to upset the Focus's sweet handling.There are strong hints of a diesel option on the way for Ford's strong-selling Territory wagon, but the Focus has won the race to be Ford Australia's first diesel car using an engine made by Volvo, part of the Ford group.

Mazda is owned by Ford. To save cash, the two companies, along with siblings Volvo and Land Rover, share a small-car base and this is the base the Mazda3 and Ford Focus are both built off.UNDER THE BONNETWhen it came to building hot versions of their small hatches, Ford and Mazda had very different ideas. Mazda decided to slot in a turbocharged four-cylinder engine it developed for its all-wheel-drive Mazda6 MPS. Ford pinched an in-line five-cylinder turbo engine from Volvo, which uses the boosted blaster in its S40 T5 sedan.The Mazda unit uses direct fuel injection and pumps out 190kW at 5500 revs and 380Nm at 3000 revs. It has a top-mounted intercooler, usually fed with air through a bonnet-mounted scoop as seen on a Subaru WRX.Mazda decided against a bonnet scoop because it didn't want the car to look like a "boy racer", so it came up with a double-skinned bonnet that carries air from a front grille intake up to the top of the engine.The Swedish engine in the Focus is fitted with a front-mounted intercooler. It's not as potent as the Mazda3, but still has a healthy 166kW when the tacho hits 6000 revs. The torque figure is lower than that of its rival ... but the Ford's 320Nm of maximum torque is available from as low as 1600 revs - all the way through to 4000 revs.Both cars are front-wheel-drive and run six-speed manual gearboxes; neither are available as automatics. The MPS is fitted with a limited-slip differential, which prevents one of the drive wheels spinning faster than the other by temporarily locking the differential. The trick diff is not available for the Focus XR5. Both cars come standard with electronic stability control and traction control, which can be switched off when you are in the mood for fun.APPEARANCEThe Focus looks plain angry, while the MPS is just plain. Indeed, the MPS doesn't look much more special than regular Mazda3.It sits on 18-inch alloy wheels and has a body kit, but both are fairly mild. The Focus stands out instantly with a more aggressive body kit, including a meatier front grille, side skirts and rear bumper. It also runs 18-inch alloys, and has sport, five-spoke wheels.WHAT YOU GETThe Focus XR5 is $35,990, while the Mazda3 MPS costs $39,990. The specification levels are similar, both cars coming standard with 18-inch alloys, sports seats, airconditioning, six airbags and stability control. Cruise control is not available on the Focus XR5 - not even as an option - but it is standard on the Mazda3 MPS.ON THE ROADThe Mazda3 MPS and Focus XR5 are like pizzas. They might share the same base, but they taste very different. The Mazda3 MPS is like a Mexican pizza with extra chilli, and has a real kick. It might be too spicy for a lot of people. The Focus XR5 is more of an Americana. It has plenty of spice, but is just not quite as hot as the Mexican. It's more mild-mannered and easier on the taste buds. The Focus wins on looks but when it comes to driving experience, it is the Mazda that gives you the biggest kick in the pants.You might have already guessed from the power and torque figures, but the MPS is even harder-edged than the numbers suggest. The four-pot screamer in the mild-looking Mazda has enough low-end torque, but goes bananas from about 4000 revs.Matching the slingshot acceleration is a level of induction roar that is truly unique.From outside the car, the MPS sounds like a big jet aircraft roaring past, without the high-pitched whine. The Focus also has an awesome note, but it is completely different. It has a lovely lumpy sound all the way through the rev range. Around town at lower revs, the Focus sounds much meaner than the MPS. The power delivery of the Focus is also smoother. It is meaty all the way through the rev-range and there is no particular point that it kicks harder. The ride is more comfortable in the Focus and feels a touch softer than the Mazda.VERDICTYou have to ask yourself a question before choosing between these two cars. Do you want a fairly sporty car that's easy to live with or a red-hot blaster with a hard edge and very firm ride? When it comes to pure driving thrills, the Mazda is a clear winner. The rush it delivers when the engine goes into hyper-drive above 4000 revs is just stunning.That's enough to ensure it wins this comparison. Its interior also feels better than the Focus. But the Ford is certainly no slouch. It is a great package and is easier to live with. It sounds better, looks better, rides better and - apart from the fact it doesn't have cruise control - is the more sensible option.

Ford's new hero is the XR5 Turbo. It does not have the stunning looks of its rival, the Holden Astra Turbo, or the zip of the rival, but it does almost everything better. And it has cupholders . . .It is no surprise the feisty Focus finishes on top, because it is our small-car benchmark and the one people should try first when they are shopping for a new compact.The XR5 is a long way up and beyond the starter-price Focus CL at $20,990, but Ford has the basics right and all the extra performance work on the hot hatch has been built on deep and stable foundations.The changes to the XR5 are huge, running right down to extra chassis stiffening and a five-cylinder turbo motor that was snitched from Volvo -- one of Ford's prestige brands -- to meet the company's target of a 150kW-plus engine.Inevitably, there are sports springs and dampers, bigger alloy wheels and huge disc brakes.The cabin equipment includes Recaro sports buckets, a bank of extra dials and the sort of sports trim you expect in a car called the XR5.And that is no accident, either, because Ford Australia is well aware of the following its XR6 Turbo has and was keen to link the newcomer to the existing success.The Focus XR5 arrived before the Astra Turbo and during a boom in the hot hatch business.Volkswagen sets the pace with its marvellous Golf GTi, Renault has a Megane Sport and there are plenty of other players and pretenders.The XR5 is the real deal, thanks to 166kW, and a peak of 320Nm spread from 1600 to 4000 revs, and a six-speed close-ratio gearbox that motivates one of the most responsive and enjoyable chassis in the business.Ford Australia is expecting to be run hard by XR5 customers, thanks to a value price-tag of $35,990, which is only a little up from the Astra and significantly less than the GTi.And there is still a monster waiting list for the Golf . . ."The new Ford Focus XR5 Turbo combines performance with practicality," Ford Australia president Tom Gorman says.It is built from the five-door Focus body and a lot of the work was done by the RS team that is also responsible for Ford's efforts in the World Rally Championship, under the direction of Richard Parry-Jones, the company's global product boss and one of the hardest drivers in the business.It was Parry-Jones who drove development of the new Focus into much more than just a bread-and-Vegemite transport car and he personally signed off the XR5 work before the car went to showrooms.The package for Australian showrooms is an impressive one, particularly for the price, and includes everything from airconditioning and central locking to Sony premium sound, alloy wheels and front, side and curtain airbags.Of course, there is a body kit on the XR5 and the car also sits lower on its specially tuned springs.And there is the wicked gold bodywork for people who want to go all the way for $1800 more.The only thing missing is cruise control, which is a must-have in Australia.ON THE ROADThe XR5 Turbo is an excellent little car. It is as quick as you want when you want, but still a comfortable little compact when you're not in the mood. It also grips well in corners, but is not upset by humps or bumps. This is the sign of top-class chassis and suspension engineering work.And it is practical, easy to park and has plenty of luxury gear.Against the Astra? It does not have the wicked coupe looks of the Holden, or the touch-and-go throttle response, but it is less confronting to drive and allows you to decide what driving you want on any road or any day.Against the Golf GTi? It's not as all-out marvellous, and the GTi has the brilliant DSG sequential manual gearbox, but it is cheaper and just as practical.And few people will pick the extra punch in the Volkswagen.So the XR5 is a car that will dribble around town and turn a few heads, but can really fire when you're ready to light the fuse.It needs at least 3000 revs to start the action, when you also hear the lovely whistling turbo going to work, but then it pulls hard all the way to the redline.In some ways it does not feel like a 166kW car, but that is also down to the smooth torque delivery and a snick-snick gearbox that encourages you to shift before the redline to keep the motor pulling hard on the turbo.For someone who always loved the five-cylinder beat of the original Audi Quattro rally cars, the sound of the XR5 is also a very special one.The balance of the XR5 is very good, it stops well and the ride is pretty good, with only a little bit of tyre roar on gnarly surfaces.Inside, the Recaro seats are excellent with good support for corners and classy comfort.I also like the excellent sound system, the feel of the controls and the boot and back-seat space.It can be hard to park, with less than ideal visibility around the back end, and I think the extra dials look silly and don't contribute much. But there is not much else to complain about."This is much nicer. I would definitely pick it, and not just because it has cupholders and there are none in the Holden," says Emma, a guest tester who sampled the Astra and Focus for some feedback.But it's any easy call for almost anyone. The XR5 is a top car and great value.

Their job was to shoe-horn a Volvo five cylinder turbo engine under the bonnet of the Focus hatch, make it really go, really handle and look the part for a price that makes it accessible to a large audience.To say they have succeeded is an understatement as the XR5 is arguably the best "bang for your bucks" on the market right now.A big call?You bet, but look at what you get for the $36,000 retail price.The car looks a million bucks with its overt, sporty bodywork, snappy 18in alloys and low ride height. It crouches on the road ready to pounce.The theme is carried through to the inside which is replete with Recaro sports seats in the front, a triple dial pod in the middle of the dash and sports steering wheel.XR5 is more than a simple hot-up job as the chassis is re-engineered for strength, the suspension is totally recalibrated with stiffer springs and dampers and the brakes upgraded with 320mm discs.Power comes from a 2.5-litre, inline five cylinder petrol engine delivering a hearty 166kW/320Nm output. Strong torque is avail- able from as low as a 1600rpm. The engine features variable valve timing on the inlet and exhaust sides, a compact KKK turbocharger that pumps a 6.5 bar (about 9psi in the old scale) and a powerful Bosch engine computer.Drive is to the front wheels via a close ratio six speed manual gearbox.The discs are large and are fitted with multi- piston calipers. Steering is electro/hydraulic rack and pinion.Numerous electronic systems control the car's dynamics including stability control, ABS and brake assist.It bristles with safety features: six air bags and pyrotechnic seat belts among them.The XR5 sounds great with an off-beat waffle to the dual outlet exhaust enhanced by an acoustic mechanism under the bonnet.Acceleration is strong, not as quick as a Subaru WRX but not far behind and the handling is pin-sharp.It really gets going higher up in the rev range but has plenty of torque for lazy touring.Fuel consumption averages about 9.5-litres/ 100km of premium.I really liked driving this car but there are some complaints like the space saver spare, small 55-litre fuel tank and largish turning circle.All are minor complaints in what is otherwise an impressive package. Competitors include the VW Golf GTi which costs more, has less power and torque and is only a three door.

It was well into its model life as Ford Australia worked on striking a viable business case to import the highly decorated European born-and-bred small car.So in a sense it seems like it arrived here yesterday.In fact it was almost three years ago since the world's biggest-selling car lobbed in town.Now the all-new, second-generation Focus is spicing up the most dynamic segment in new car sales.And if you think, at first glance, there is not a big departure from the first model then think again.There isn't one interchangeable panel between Marks I and II.The cabin styling and trim are different, there are bulging wheel arch flares and the areas where the Focus was lacking in original guise, Ford has managed to address with a reasonable level of success.Architecture-wise the interior is less confronting and the trim colours are more inviting.This South African-built Zetec was a welcome addition to the garage for a week spent dodging the perils of peak hour, cruising the M1 and spending the weekend driving the twisties, which are designed to spit out any chassis not sorted within a millimetre of its life.Turns out the 2-litre Focus could have stayed longer it was so convincing.It has more pep in its step and is generally more user friendly.And so the more you drive it, the more mouth-watering a toe-to-toe fight with a Mazda 3 would pose.Steering is much sharper away from the straight ahead and there is a sweet, compliant ride.The same 2-litre unit used in the Mazda 3 seems to have a touch more urge about it, certainly more than the 3kW it is armed with over its Japanese cousin at 107kW.Throttle response from first to fourth is exceptional and the cogs are well gated for crisper shifts.Dynamically, Focus II is more competent with a wheelbase stretched by 25mm.It is longer, wider and taller than the outgoing model, helping to give the cabin bigger dimensions that the Mondeo, which sold from 1996 to 2000.Along with greater performance and a more accurate tiller, the Focus is not short-changed in the equipment department. There is the trip computer offering fuel consumption, outside air temperature, distance to empty and trip mileage. For this test the trip computer calculated average fuel useage at 8.4litres/100km but the majority of the 800km trip was in open running.There are reasonable levels of sound-deadening achieved through several areas, including thicker side glass.A bit of thought has been put into the quaint hexagonal wing mirrors but along the M1 at 110km/h there was a noticeable level of wind noise coming off the top of the windows which were double checked to see if they were closed tight.Above all the Focus is more homely inside, a warm place on a cool winter's morning.It is fun and engaging and just the sort of jigger that should put Ford back in the small car sales race. Currently it is pottering along at No. 6 in sales for the segment but it won't be long before it starts chipping away at the volume end of the segment.