Ford Focus Reviews

True, the original Model T with its foot-operated gears was bordering on weird by modern standards, but it was produced in such numbers that it defined the mainstream.The Ford Focus by contrast joins the mainstream in midstream. It's a typical modern European Ford, thoroughly researched and conscientiously engineered. The result is far from radical but it is impressive. Cars designed to sell by the million are limited by the boundaries of public taste, but their huge production numbers mean opportunities for engineers to spend time refining the niggly little things while keeping costs reasonable.Like the previous Focus, the new model is a high-bodied small car. Park one next to a Ford Laser from just four years ago and the difference is dramatic. While the Laser now seems cramped and low to the ground, there's head room to rival large cars in a Focus, despite the high-set seat cushion. A nice touch is that most drivers can still see the bonnet for low-speed manoeuvring. The boot in the hatch version is usefully sized while in the sedan it is truly enormous at 510 litres — although space in both is achieved at the cost of a compact speed-limited spare wheel.The previous Focus had a unique interior with the sort of slashes and curves that result when designers are allowed to run free. The new model has a much more restrained dash design with echoes of Volkswagen Golf and BA Ford Falcon. Although it looks good, plastic quality to the touch is not quite up to Volkswagen standard and hardly better than the Falcon's.There were trim rattles, a silver garnish that came loose from the handbrake lever and a driver's door that needed a mighty slam to shut properly on one of the test cars, raising quality questions about workmanship at Ford's factory in Pretoria, South Africa, where Australia's Focuses are made. But a second car we drove had none of these problems.Actually, there is one thing the previous model Focus had in common with the Model T. The Focus was the first Ford in many years to be sold on all continents in essentially the same form. But it never had the success here that it saw in Europe and North America.Uninspiring engine performance was one reason. The previous Focus came with several engines, a 1.8-litre and two separate 2.0-litre designs. On low-octane Australian petrol none felt as powerful as their specifications suggested. The new model takes the opposite approach with one engine driving all models.The range consists of CL, LX, the sporting Zetec hatch and the fully loaded Ghia sedan. The only mechanical difference between grades is larger wheels and firmer suspension on the Zetec model.In typical Ford fashion, the new Duratec engine shared with Mazda is thoroughly up-to-date without being cutting edge. For example, the engine block has been made stiffer for less noise and the alternator and aircon compressor are now mounted on the block rather than on brackets, again to reduce noise. Chain-driven valves require no adjustment for 250,000km, the spark plugs are designed to last 60,000km and there's an electronic throttle.What all this adds up to is a much better engine. Critically, it no longer feels short-changed in Australian conditions. Stated fuel consumption of 7.1 litres per 100km is a 20 per cent improvement on the old model's 8.7 litres and is competitive by class standards. We got nowhere near that figure on test, however, with a result of 9.2l/100km.More memorable than the Duratec's peak power is its easy-going ability to run smoothly and economically at low speed in high gears.Those gears in the manual Zetec are nicely arranged, with a light, yet satisfyingly snickety action through the lever. The automatic sampled in the Ghia model is also above average in shift quality and timing for an auto in a small European car. But it has only four speeds, two short of the best in the class.Handling was one of the few high points of the previous Focus and it's just as good in the new model. Like the two other cars built on its platform — the Mazda 3 and Volvo S40 — it's a very well sorted design.Ford has sweated the details to create a car that feels right. The engineers who beavered away on matters as obscure as optimising torsional rigidity of the steering column did not waste their time. Nor did those who developed an electro-hydraulic power steering system that feels as natural to use as traditional engine-driven power steering. Turn into a corner and there's a quick initial response followed by a feeling of commitment as the rear wheels take their share of the cornering load. Impressive roadholding is accompanied by sensations of lightness, tightness and rightness. Pardon the expression, but it feels focused. While the Zetec is the sharpest handler in the range, all models share the same pleasing feel.Ride is European, meaning that while it deals with bumps well it never creates an impression of softness or plushness. It's a small price to pay for precision and response on the road and the car is never harsh or jarring, even in the firmer sprung Zetec version.What does jar is the lack of side curtain airbags and electronic stability control. ESC is an electronic system that detects when a car is about to skid and takes control to guide it through a corner. It's worth having and the fancier Focuses that pour from the Ford works at Valencia in Spain and Saarlouis in Germany have it and side curtain airbags too. But side curtain airbags were deemed too expensive for the South African market and Ford Australia turned down ESC for this Focus.In its defence, Ford Australia says the take-up rate for the ESC system offered on the previous model Focus Zetec was under 1 per cent. Under their breath they say those buyers were mostly Ford staff who were both informed on safety matters and given a substantial employee discount. It's also true that the Focus's unusually tactile handling means it requires ESC less than a clumsy SUV would. But the lack of two modern safety systems is at odds with the up-to-date image the new Focus otherwise projects.Those omissions and doubts over build quality might stop some buyers in the showroom. Supply problems from the South African factory mean some buyers might not even get to see a Focus in the showroom. But those who get behind the wheel of one are more likely to be convinced.

A police car passed him and swiftly banked a U-turn to his anxiety and confusion.But the driver, Carl, kept a cool head and pulled up at the lights as the cop car cooled its heels a few car lengths behind.Carl felt his luck improve when, to his delight, a gorgeous, buxom beauty appeared from a nearby house and walked over to his car.Almost upon him, the girl reached above and passed the precious six-pack from the roof through the open window to a bemused but suddenly enlightened driver.She laughed and he sheepishly sped away, managing to park his dilapidated sedan and close the garage door in time to see the patrol car sidling by, still searching for its prey.A close shave for Carl who, despite his sobriety, didn't feel like dealing with the law that day.Had he been driving a Ford Focus, the police probably would have laughed and classed him in the Jackie O/Andrew G school of ditziness, and given him a breath test. But this Ghia, while comfortable and competent, has limited charm.Just like a Jack Russell terrier, the Ford Focus is small but acts big. The interior feels like a Ford Falcon with a cavernous boot that has plenty of room for toddler-hauling equipment.Its turning circle and ease of parking are Laser-like.But the Ghia, with shape and interior design of no special note, is probably a more appealing option for the maintenance-minded retiree or the fleet buyer.For the aesthetically minded car buyer, it's an uninspiring choice. Anecdotal evidence of its blandness was witnessed with the lack of enthusiasm from potential passengers.I found the main talking point was the fact that this car is German-designed and engineered, hence the indicators on the left side of the steering wheel, and it's manufactured in South Africa – truly international.It has all the bells and whistles expected with its $30,000-plus price tag – alloy wheels, leather seat trim, dual-zone airconditioning and cruise control.LOVE IT LEAVE ITFord Focus Ghia two-litre, four-cylinder sedanPrice: $30,990LOVE ITRoomy interiorCavernous bootSimple radio/CD controlsComfortable seatsLEAVE ITUninspiring shapeUnpredictable seat-belt alarmAwkward to fit a child seat

It's not that there is anything wrong with the car (quite the contrary in fact) but we felt it just lacked character.However, after a few days behind the wheel, we admit a growing respect for the car.While Holden is looking to Korea to cut costs, Ford has so far opted to stick with its European-sourced range.That will please the drivers among us, because the Euros always seem to offer more excitement in this department.The new Focus gets the one engine across the range from the base CL model right through to the top of the range Ghia.It's a good selling point, if the dollars are a problem, but somehow makes the sporty Zetec hatch that little less attractive.The 2.0-litre Duratec DOHC 16 valve engine produces 107kW of power at 6000rpm (up from 96kW) and 185Nm of torque at 4500rpm (up from 178Nm).It still lacks some response down low, but once the car hits its stride there's plenty of punch for overtaking.Highway cruising is effortless.Our test car was the middle of the range LX sedan priced from $24,990.Trouble is for a little less money you can get a 1.8-litre Toyota Corolla Conquest sedan with 110kW on tap. A Holden Astra, meanwhile, costs a little more but has less power and there is no sedan – at least not in the new AH model lineup.In terms of styling the new Focus sedan looks slicker and loses that pushed in look at the back that the previous model had.Inside, there's plenty of room for four adults (with belts for five) and a large boot – large enough in fact to swallow the largest luggage or golf bags perhaps.It is 140mm wider than the previous model and is 25mm longer, creating increased legroom for rear seat occupants.Instrumentation is minimal but functional, following the Falcon trend with a centrally located volume knob.A small trip computer display is located at the bottom of the speedo that is accessed from one of the steering column stalks.The 2.0-litre engine is hooked up to a five speed manual box or optional sequential four- speed auto.Our test car was the manual.The transmission is the same as that used in the new Mondeo and Jaguar X-Type.We found it heavy and a bit clunky at first, but it seems to loosen up with use.The ride (and seats) are firm and the car handles very well, thanks to the excellent chassis.Focus runs on standard unleaded petrol and fuel economy is a claimed 7.1L/100km for the manual and 8.0L/100km for the auto.In practice our trip computer showed 9.8L/100km from the 55-litre tank, giving the car a range of about 600km.Standard equipment includes aircondition- ing, driver and front passenger airbags, CD player and front power windows.LX adds 16-inch alloy wheels, ABS with EBD, front seat-mounted thorax protecting side airbags, front and rear power windows, power mirrors, cruise control, a leather-wrapped steering wheel and front fog lamps.

It arrived too close to the launch of the all-important BA Falcon and the small hatch got lost in the wash.Ford dropped the price, but that didn't help and the company has had to wait it out until the new model arrived.The new Focus is finally here and Ford has enrolled radio host Jackie O and TV presenter Andrew G to star in ads for the smart car.Having learned its lesson, Ford is prepared to splash more cash to try to make the Focus name as accepted as the Laser it replaced.The company is even preparing a red-hot Focus to take on the best that Subaru, Mitsubishi and Toyota have to offer in the Globalstar Australian Rally Championship.The project, even if running behind schedule, shows Ford Australia is serious about backing the new Focus while emphasising its rally heritage.But the new car is less of a sporty racer than the last model and has a more sophisticated feel.It is bigger, with all-new body, engine and hard-edged styling.The Focus is available as a five-door hatch or four-door sedan.The range starts at $20,990 for the CL hatch and sedan, a price that includes airconditioning and dual airbags, but not anti-skid brakes (part of a $1190 safety pack including side airbags).An LX sedan and hatch are available with more gear, including alloy wheels, side airbags, anti-skid brakes and cruise control, for $24,990.There is a Zetec hatch for $27,490, which runs the same gear as the LX but adds 17-inch alloys, body kit and sports suspension.A well-specified Ghia model is available, but only in sedan form. It comes with dual-zone climate control, six-CD sound and leather seats for $30,990.A five-speed manual transmission is standard on all models, but a four-speed automatic is standard on the Ghia.On all other models, the auto, which has a self-shift mode, is a $2000 option.The last Focus range had two different engines -- three if you included the hot ST170, which arrived later. The new model is powered by one 2.0-litre, four-cylinder engine shared with the Mazda3.It has 107kW and 185Nm of torque, quite good figures for its class.As had its predecessor, the new Focus has a fully independent rear suspension system.The new body, slightly stiffer, is 40mm wider, the wheelbase 25mm longer.To start with, there will be no three-door hatch available. It may come later in the form of a sporty hot hatch, but is not a certain starter.Ford designers put a lot of work into sharpening the exterior style of the Focus hatch, moving away from the smooth, rounded shape of the first car.The new sedan is totally different from the old model and looks as if it were designed as a sedan from scratch, rather than a chopped hatch.We liked the first Focus. It was a great little car with a tight body and excellent suspension that just loved tackling tight turns.But it wasn't perfect, a sluggish engine being the main problem.The new Focus has grown up. It is a more sophisticated model and is a size up from the last one.Slide into the cabin and the first thing you notice is how much wider it is.Sit in the back seats and it is impossible to miss the increased legroom, and the boot still swallows plenty of gear.The latest range of small cars like the Focus are now big enough to be used for everyday family transport.Only when the kids become tall and gangly teenagers will you need to consider upgrading to something bigger.The dashboard of the new Focus is much more sensible, with a neater layout.It is possibly a little bland, but everything is in the right place and the use of soft plastics on the upper part of the dashboard is a nice touch.The side of the centre console, which your left knee can touch if you are tall, is hard and this can be uncomfortable after a long run.One of the first things you notice is the new throttle calibration. Rather than having to push down hard on the accelerator to make any progress as in the old model, the new engine fires up with the lightest of touches.It is responsive and, though it might be a bit noisy, it is a welcome step forward. The engine is more potent than what's on offer from the Toyota Corolla and new Holden Astra.Still, it is not ideal that someone who buys the sporty Zetec should get the same engine as the buyer of an entry-level CL.Handling is still a positive for the Focus. It stays composed when thrown through corners.But you feel less inclined to have a fun run on twisty roads. One reason could be it feels larger than the previous model; the other is the disappointingly flat seats.Despite being the sporty model, the Zetec's seats offer far less side support than the regular ones in the previous range.You feel as if you are sitting on top of these seats rather than in them. It may sound like a small gripe, but it's integral to a good car.The automatic transmission works well enough, though manual versions of the same car tasted by Cars Guide provided more fun.

But, hey presto, with the advent of the new Focus, Ford has a car the same size as Mondeo at a much better price.Though Focus sells in the small car segment against the likes of Astra, Corolla and blood brother Mazda3, it's grown to the same size as Mondeo.Sourced this time around from Ford's South African plant and not Germany, the latest model gains a new 2.0-litre Duratec engine only and many other improvements.But it still has an underwhelming four speed automatic transmission that nobbles performance and can annoy the driver with inept operation. A sequential change mode is provided.Luckily the five speed manual is a good one offering slick changing and accurate gearing.Prices start at a competitive $20,990 for the CL five door manual hatch and four door sedan. Prices rise sharply to $24,990 for the LX and up further to the sporty Zetec and luxury Ghia.The previous top selling 1.8-litre base model is no longer available.The new DOHC, 16 valve, 2.0-litre engine is from Ford's Duratec family and offers more power and torque (107kW/185Nm), lower emissions and better fuel economy.It's a lightweight unit designed for longevity and low maintenance as much as for performance and economy. Petrol requirement is 91 octane with gains from using 95.Safety is better than ever thanks to the Ford/ Volvo link.Unmistakably Focus the new body has a more angular, technical look and is bigger with more presence on the road.Interior comfort gains include extra head, leg and shoulder room and a larger boot.Focus earned a reputation for its tidy dynamics and the new one doesn't disappoint. Suspension upgrades see a new front subframe and numerous other changes. Steering is now electro/hydraulic offering finer control and more feel. The turning circle is tight.Ford has been able to put more equipment into Focus across the range thanks in part to lower production costs out of South Africa.The base model scores aircon, front power windows, trip computer, remote central locking and other goodies. "Smooth" and "safety" packs are available to lift the CL to near LX level at a saving of two grand. Engineers tailored the new Focus to Aussie conditions through testing here and also sending staff to Germany in the design stages. It's a good thing to drive with supple, controlled suspension and a pleasing feel. The Zetec model is a step up in terms of sharpness and is more rewarding and competent in the handling department.Interior styling is not as funky as the previous model but is still good to look at and easy to use. The seats lack lateral support.It's quieter due to numerous changes including the smoother engine through to thicker side glass.Wind noise is lower and the chassis is much stronger due to simple but effective changes.Focus is running sixth in the small car class and Ford aims to jump a few rungs up with this new model.Focus has strong buyer allegiance and this new model with all its improvements, extra features and larger size should appeal to a wider audience.

There is a new blue-oval hero in Australia, and this one doesn't wear a Falcon badge.It definitely won't be racing in The Big One at Bathurst next month, although cars remarkably like it were among the frontrunners in Rally Australia in Perth last weekend.It's the hot new Focus ST170, and it has lobbed from Europe to do a number in the growing lineup of new-age hot hatches including the Toyota Corolla Sportivo, Holden Astra Turbo and Peugeot 206 GTi 180.The top-of-the-pops Focus even comes with a true-blue Aussie body job which includes bold blue panels and extra spoilers and skirts to signal its significance to Ford fans who want something that's compact, perky and full of personality.The ST170 is the car that Ford Australia has always wanted to use as the headliner for its Focus range, which took over last year from the long-running Laser as its contender in the tough baby-car class.Every Focus looks good and the ride and handling is outstanding, but something was missing in the engine bay. It was the zip which makes a baby hatch more than just transport.The ST makes up the difference with a punchy two-litre four in the nose, but the work didn't stop there.The team at Ford of Europe ticked all the boxes to put show and go into a car which is much more rewarding to drive and be seen driving.The go-fast Focus turns heads. And it gets people talking.It could just be the bold blue three-door body, but it's more likely to be linked to the 121kW engine, the six-speed manual gearbox, sports bucket seats and big wheels and brakes.It is the WRX or Evo of the Focus family, although not as extreme as the all-wheel-drive hero cars in the Subaru and Mitsubishi families.There are even quicker cars in Europe, which has a Focus RS and will eventually get a rally-bred turbo all-wheel-drive model, but the ST is as good as it gets at the moment.It's a big step up from the 1.8-litre Focus CL which opens the action in Australia at $20,660, or better if you can still get one of last year's cars under the recent incentive program.The price of the ST jumps all the way to $37,000, but it's clearly the hero of the 11-car Focus range, which includes a choice of three-door hatch, five-door hatch and four-door wagon bodies and 1.8 and 2-litre engines in the lesser cars.The Focus hasn't done anything like the numbers achieved by the Laser in its heyday, with sales for the first eight months of 2003 only reaching 8369 cars against 18,294 for the Holden Astra, 13,987 for the Mazda 323 -- mostly thanks to the latest $19,990 price deal -- and 12,118 for the Mitsubishi Lancer.That's why Ford was keen to get the ST and why it's going to be pushed hard. We've already seen a television spot linking it to the WRC Focus, the hottest car of this year's World Rally Championship, and there will be more as the car gets known better.But the package is pretty tasty with CD sound, airconditioning, front and side airbags, leather trim, a leather-wrapped steering wheel and those neat spoked 17-inch alloys.On the roadOUR first taste of the ST170 was in New Zealand, chasing the WRC Focus team in a round of the World Rally Championship. It looked great, and the equipment was terrific, but it didn't really light up the way we had expected.It was tasty, but not tantalising.So we were keen to try it again, particularly after a recent run in the Corolla Sportivo and our earlier positive experiences with the Astra Turbo and even a couple of the costlier Euro hotties.First up, it sure turns heads. There is something about the ST170 -- just like a WRX STi -- that tells people it's special. It could be the blue body, but it's also linked to the obvious go-faster parts.It's much the same when you slide inside and settle into the supportive sports buckets, grab the meaty steering wheel or select a gear with the short-throw lever. The cabin doesn't have the class of some of its rivals, despite white-faced dials and plenty of standard equipment, but it still makes a positive first impression.But the engine, which is the key to the ST, doesn't deliver on the promise. It doesn't have any fruit to its exhaust note and the throttle response is good, but not great.The numbers look pretty good, but the tuning of the 2-litre four is flat and uninspiring.It makes 127kW and 196Nm, but that's well behind the Astra Turbo and it doesn't have the top-end charge of the Corolla Sportivo. It's an engine that never feels totally willing or keen for action.It is best to give it a bit of a punch and kick up quickly through the six speeds, keeping it flowing for a smooth run. It is good for overtaking, but anyone who expects the ST to really light up in the twisty stuff will be disappointed.Still, there is a lot to like. The ST rides very well and the grip is great. It's a turn-and-go cornering car, with great balance and more traction than you can really use.It also stops well, doesn't get flustered over bumps, and doesn't demand too much skill or commitment to get along briskly. It's in sharp contrast to the Sportivo, which really needs to be stirred to get the best action, and more like the Astra but without the turbo action.We liked a lot of the upmarket work on the ST, but the dashboard is looking dated and confused -- it's a mismatch of lines and angles -- and there were too many minor quality niggles in our test car. It was only squeaks, rattles and loose-fitting bits, but it had us worrying how the car would look and feel after three years on the road.It's also noisy, mostly because of the aggressive tread on the low-profile tyres.Then again, the Sportivo was nothing special -- particularly for a company that brags about "Built in Toyota" quality even for the South African Corollas -- and we're not convinced an Alfa 147 or a hot Peugeot would be any better.The ST was light and easy to drive, with pretty good headlamps, a nice sound system and enough fruit to justify the price tag, but . . . basically, we were hoping for more. And the sort of more that would make the ST into a compact XR-style hero car for Ford.It gets close, but it doesn't make the final cut and we're left hoping. And hoping that Ford will tap into the European scene for something even quicker sometime in the future.FORD FOCUS ST170 $37,000 as testedENGINE2-litre four cylinder with twin-overhead camshafts and fuel injectionPOWER127kW at 7000 revsTORQUE196Nm at 5500 revsTRANSMISSIONsix-speed manual, front-wheel driveBODYThree-door hatchDIMENSIONSLength 4152mm, width 1699mm, height 1430mm, wheelbase 2615mm, tracks 1494/1487mm front/rearWEIGHT1283kgFUEL TANK55 litresFUEL CONSUMPTIONAverage on test9.7 litres/100kmSTEERINGPower-assisted rack-and-pinionSUSPENSIONFully independent with front MacPherson struts, rear trailing arms with multiple linksBRAKESanti-skid four-wheel discsWHEELS6x17 alloyTYRES215x45 R17WARRANTY3 years/100,000kmHow it comparesHolden Astra SRi Turbo(from $36,990)Toyota Corolla Sportivo(from $29,990)Alfa Romeo 147(from $38,500)Audi S3(from $67,420)The bottom line+ Good looks, smart driving- Needs more punch, rattlesA nice kick for the Focus