Much of my enthusiasm towards the Focus can be traced back to its
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| Despite being smaller than usual at 16 inches, the Focus grips and steers with the finesse that few can match. (Photo: Justin Couture, Canadian Auto Press) |
very European chassis. Kudos to the engineers who were in charge for selecting the unique control-blade multi-link rear suspension; it really makes the car. This is combined with pointy, but communicative steering, and a chassis that's eager to please but never anything less than safe when pushed, giving the car superior balance and grip. It took just one corner for me to be sold; lift off the gas mid corner, and the Focus' rear wheels grip hard, and predictably, the nose tucks right into the bend, each and every time. Suddenly, the plastics don't seem to matter because you're too busy having fun to bother. The Focus also feels much lighter on its toes than its competitors, with a natural fluidity that can't be communicated through electronically simulated methods.
All
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| Focus' 2.0-litre Duratec engine is tractable and refined at all speeds. (Photo: Justin Couture, Canadian Auto Press) |
"Focii", bar the top of the line performance ZX4 ST are powered by a 2.0-litre 'Duratec 20' inline-four engine with dual overhead cams and sixteen valves. Generating 136 horsepower, and about equal amounts of torque, it lingers towards the middle of the class, mustering up figures that are merely average, but once again, the numbers fail to paint the whole picture. So what if it doesn't have variable valve timing or direct injection; the sweet sounding, free-revving engine delivers its power across its rev range without being prone to coarseness and grittiness, even at the top end. It may not set the road ablaze, but somehow, this might not be an entirely bad thing. The front end isn't corrupted by power delivery, while the traction control is rarely called upon, but to rein in wheelspin when exiting tight corners.
Should you calm things down, the Focus' gold-medal refinement
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| Offset stereo controls are intuitive and easy to use. (Photo: Justin Couture, Canadian Auto Press) |
still remains. Around town, the engine delivers its pull and twist within a range that's actually accessible during everyday driving, a nice change from high-strung engines that seem to serve a single purpose of chasing power curve diagrams. The engine makes a fine mate for the sporty gearbox and light clutch; gearchanges aren't hampered by any notchiness or balkiness whether you're taking it easy or rushing through the cogs. The shift action is well-oiled, with each gear easily engaged. Also commendable is the ride, which despite having excellent body control is even able to glide over heavy ruts and bumps without exhibiting excessive shock or impact sharpness.
New
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| Neat looking body kit; shame that the wheels and ride height don't match. (Photo: Justin Couture, Canadian Auto Press) |
for this year, and equipped on my test car is the Graphics Appearance Package, an aesthetic kit that seeks to tap the tuner deep down inside. It does a pretty good job at mimicking Ford's previous WRC car efforts, with deeper fascias, blackout diamond mesh, a roof-mounted spoiler, and rear bumper with faux diffuser insert. I might even hazard a guess by saying that it's a pretty serious looking machine, if it weren't for the fact that the poor thing looks woefully under-wheeled; the 16-inch alloys on highish 50 profile tires give it the appearance of a shopping trolley, and there's enough of a wheel gap to park a couple of cars underneath (OK, 1:18 scale model cars at least). While the body kit is macho, and pumped up, the stance could do with some work. Verdict: keep the extra $695 in the bank, at least until Ford offers 17 or 18-inch wheels with the package, or be prepared to buck up for some new wheels and tires as soon as you drive it off the lot.
