Driving Impression: UK Ford Focus First Drive
There are some cars that hit the spot so sweetly it's an uphill task to replace them. Think of the last BMW 5-Series, the current Mercedes S-Class - and the Ford Focus. They all bowled us over when they were launched, and they all kept completely competitive right to the end of their lives. And the mixed reception of the new 5-Series shows just how hard it can be when a carmaker tries to move on radically from such a success.
So Ford has elected not to be radical. The old Focus was brilliant in some areas: the handling and dynamics, the interior space, the sheer convenience of using the thing. The aim with the new one is to edge those areas forward still more, while at the same time addressing weaknesses. Which meant the oddball and slightly low-rent interior and the want of refinement and ride comfort.
Amazingly, Ford has picked off a series of bullseyes.
Truly, the drive is even better. The class-leading agility is moved on a little: you can now swing into sharp bends and the car puts up even less resistance to turning. The harder you push it, the more it livens up, balancing itself to your inputs of steering and throttle with true clarity. The way it takes on a roll angle for a corner, the way it controls body pitch and heave over dipping roads, is first-class. Besides, the sheer progression of all the controls - steering, brakes, accelerator - really boosts your confidence, too.
There are actually two chassis settings according to which trim you choose - sport and comfort. Don't get too hung up on this, as they're not far apart, and both are fine compromises. Probably the difference between 16 and 17-inch wheels is just as significant - the latter giving more grip but a small extra dose of tyre noise. The overall ride suppleness is now up with the best cars of the size.
But when you don't want the new Focus to be a darty lightweight, it isn't. There's no sense of flimsiness in the ride, no shuddering, no shake from the steering column, not much suspension noise. So in that sense it feels far more mature and solidly made than the car it replaces, and indeed plays against anything else in the class.
The range of engines is wide: 1.6 and 2.0 diesels, 1.4, 1.6, 1.6 variable-valve-timing and 2.0 petrols. We've tried the 1.6 diesel hooked up to its optional continuously variable autobox, the 2.0 petrol five-speed and 2.0 diesel with its standard six-speed manual.
The 2.0 petrol was originally a Mazda unit, seen also in the Mondeo. It's refined and willingly torquey in the mid-ranges, but there are a few resonances (especially when you lift off the throttle) at 5000rpm-plus. Still, it's effective, the sharp throttle response helping you play all the tunes you want with that fluent handling. The gearbox's throw is nicely oiled, quick and shorter of throw than before.
The 2.0 diesel has a broad-shouldered plateau of torque, and unlike some turbodiesels it doesn't run suddenly out of breath if you're either above or below that favoured mid-rev band. So it's a relaxing unit to use, an easy way to carve great progress down any road, and it's not too fussy which of the six slick-shifting gears you use.
Of course the 1.6 diesel has to work harder to overtake, but again it has a fuss-free torque band that surfs you along deceptively rapidly. The usual 'rubber band' effect of CVTs isn't too noticeable. It happens when a CVT is mated to a small petrol engine - when you want to accelerate the best way is to spin the engine up to high revs and keep it there while the car gradually gains speed. It's disconcerting. But with this diesel, the mid-range torque lets the car acclerate without that panicky wheezing effect. If you want to over-ride, there are seven pre-set ratios reached by a tiptronic-style plus and minus gate. They shift very smoothly, and this CVT also manages gentle takeoff and manoevring well. They don't all.
At a fast cruise, all the Focus versions calm down nicely - the powertrain and tyres fall away into the background. The cars I drive were a bit variable for wind noise - one was really good, one distinctly average, some in between. But that's the sort of thing that tends to get better after any carmaker has built a few hundred. Anyway, there are some kicking optional stereos which could drown it out without a second thought.
Inside, the sense of quality has taken a massive leap. The basic ergonomics are the same, but they were never the problem. So the vents, climate control and stereo are high up on the centre console and everything is logically arranged and easy to get at. There are even oval vents, like the old Focus. But that strange diagonal form has gone, replaced by a sober horizontal dash. All the switches, panels and vents nestle up to their surrounding panels with tight precision too. The main dash top is a good soft moulding; so are the door-tops and armrests, and the seat adjusters have a nice expensive action. But lower down the facia, though it still looks good, the plastics get harder and thinner. There are some useful storage places including one under a lid on the dash top, but many of them do without rubber liners so your keys, pens or whatever will slide around every time you take a corner.
It's hard to imagine many people not getting comfy in this supportive seat, and it and the steering wheel adjust to a wide degree. So, optionally, do the pedals, a first for this class of car. Visibility is pretty good, and the sense of space increased because the base of the windscreen pillars have moved forward to give the Focus a sleeker look from the outside.
Ah yes, the outside. Has it advanced enough? It's certainly a very tidy evolution of the old car, as well as handsome and apparently expensively tailored. It looks classy in other words, with a nice stance and crisp shoulders. But the old car was bought by people who wanted something radical - in its day there was nothing so fresh in the segment. Now we've got the Mégane and, soon, the Citroën C4, so Ford might lose those buyers who want something out of the mainstream. Still, even when it's standing still this is a classy enough car to pull in Golf buyers, and that's a dearly held ambition at Ford.
There are some cars that hit the spot so sweetly it's an uphill task to replace them. Think of the last BMW 5-Series, the current Mercedes S-Class - and the Ford Focus. They all bowled us over when they were launched, and they all kept completely competitive right to the end of their lives. And the mixed reception of the new 5-Series shows just how hard it can be when a carmaker tries to move on radically from such a success.
So Ford has elected not to be radical. The old Focus was brilliant in some areas: the handling and dynamics, the interior space, the sheer convenience of using the thing. The aim with the new one is to edge those areas forward still more, while at the same time addressing weaknesses. Which meant the oddball and slightly low-rent interior and the want of refinement and ride comfort.
Amazingly, Ford has picked off a series of bullseyes.
Truly, the drive is even better. The class-leading agility is moved on a little: you can now swing into sharp bends and the car puts up even less resistance to turning. The harder you push it, the more it livens up, balancing itself to your inputs of steering and throttle with true clarity. The way it takes on a roll angle for a corner, the way it controls body pitch and heave over dipping roads, is first-class. Besides, the sheer progression of all the controls - steering, brakes, accelerator - really boosts your confidence, too.
There are actually two chassis settings according to which trim you choose - sport and comfort. Don't get too hung up on this, as they're not far apart, and both are fine compromises. Probably the difference between 16 and 17-inch wheels is just as significant - the latter giving more grip but a small extra dose of tyre noise. The overall ride suppleness is now up with the best cars of the size.
But when you don't want the new Focus to be a darty lightweight, it isn't. There's no sense of flimsiness in the ride, no shuddering, no shake from the steering column, not much suspension noise. So in that sense it feels far more mature and solidly made than the car it replaces, and indeed plays against anything else in the class.
The range of engines is wide: 1.6 and 2.0 diesels, 1.4, 1.6, 1.6 variable-valve-timing and 2.0 petrols. We've tried the 1.6 diesel hooked up to its optional continuously variable autobox, the 2.0 petrol five-speed and 2.0 diesel with its standard six-speed manual.
The 2.0 petrol was originally a Mazda unit, seen also in the Mondeo. It's refined and willingly torquey in the mid-ranges, but there are a few resonances (especially when you lift off the throttle) at 5000rpm-plus. Still, it's effective, the sharp throttle response helping you play all the tunes you want with that fluent handling. The gearbox's throw is nicely oiled, quick and shorter of throw than before.
The 2.0 diesel has a broad-shouldered plateau of torque, and unlike some turbodiesels it doesn't run suddenly out of breath if you're either above or below that favoured mid-rev band. So it's a relaxing unit to use, an easy way to carve great progress down any road, and it's not too fussy which of the six slick-shifting gears you use.
Of course the 1.6 diesel has to work harder to overtake, but again it has a fuss-free torque band that surfs you along deceptively rapidly. The usual 'rubber band' effect of CVTs isn't too noticeable. It happens when a CVT is mated to a small petrol engine - when you want to accelerate the best way is to spin the engine up to high revs and keep it there while the car gradually gains speed. It's disconcerting. But with this diesel, the mid-range torque lets the car acclerate without that panicky wheezing effect. If you want to over-ride, there are seven pre-set ratios reached by a tiptronic-style plus and minus gate. They shift very smoothly, and this CVT also manages gentle takeoff and manoevring well. They don't all.
At a fast cruise, all the Focus versions calm down nicely - the powertrain and tyres fall away into the background. The cars I drive were a bit variable for wind noise - one was really good, one distinctly average, some in between. But that's the sort of thing that tends to get better after any carmaker has built a few hundred. Anyway, there are some kicking optional stereos which could drown it out without a second thought.
Inside, the sense of quality has taken a massive leap. The basic ergonomics are the same, but they were never the problem. So the vents, climate control and stereo are high up on the centre console and everything is logically arranged and easy to get at. There are even oval vents, like the old Focus. But that strange diagonal form has gone, replaced by a sober horizontal dash. All the switches, panels and vents nestle up to their surrounding panels with tight precision too. The main dash top is a good soft moulding; so are the door-tops and armrests, and the seat adjusters have a nice expensive action. But lower down the facia, though it still looks good, the plastics get harder and thinner. There are some useful storage places including one under a lid on the dash top, but many of them do without rubber liners so your keys, pens or whatever will slide around every time you take a corner.
It's hard to imagine many people not getting comfy in this supportive seat, and it and the steering wheel adjust to a wide degree. So, optionally, do the pedals, a first for this class of car. Visibility is pretty good, and the sense of space increased because the base of the windscreen pillars have moved forward to give the Focus a sleeker look from the outside.
Ah yes, the outside. Has it advanced enough? It's certainly a very tidy evolution of the old car, as well as handsome and apparently expensively tailored. It looks classy in other words, with a nice stance and crisp shoulders. But the old car was bought by people who wanted something radical - in its day there was nothing so fresh in the segment. Now we've got the Mégane and, soon, the Citroën C4, so Ford might lose those buyers who want something out of the mainstream. Still, even when it's standing still this is a classy enough car to pull in Golf buyers, and that's a dearly held ambition at Ford.
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