Ford Focus review

The Ford Focus is an important car for Mr. and Mrs. Car-Buyer here in Britain, although it doesn’t enjoy the popularity that it once did. It’s perhaps the best example of the fact that despite the seemingly unstoppable rise of crossovers, hatchbacks still reign supreme.

But the Focus matters here at Planet Top Gear for more reasons than just not being an SUV, because over the years it’s always been a good handler, as well as kicking off some of our favorite compact cars. We shed a tear when Ford announced there would be no other RS, mainly thanks to ever-tightening emissions standards, so it’s a huge relief that the speedy Focus lives on from ST.

WHAT GENERATION ARE WE NOW?

Only the fourth, but we get your point: the current iteration has been around since 2018 and was only slightly facelifted in late 2021, with a new grille and standard front and rear LED lights. This fourth-generation car had immediately improved over its predecessor with a sleeker profile, stiffer dynamics, and better crash safety, so Ford didn’t have much to do at the time. Oh, and it already weighed less than the third-gen car: a reasonable 3,000 pounds for the three-cylinder manual.

WHAT ABOUT THE INSIDE?

The midlife facelift also brought very minor interior updates, with all but the base Trend model getting a giant 13.2-inch infotainment system that handles navigation, media, and phone connectivity. Ford says the screen is the largest you’ll find in the segment, but mostly that comes at the expense of proper climate control buttons, which now move to a small bar at the bottom of the screen. This seems like a step backwards.

Still, it’s a pretty nice experience behind the wheel. The front seats are certainly not the most comfortable we’ve sat in, but they are incredibly roomy in the rear, thanks to a considerably longer wheelbase than the compact third-gen Focus. Boot space is a useful 375 liters with the seats up as well, only five less than the Volkswagen Golf.

It has all the usual driver assistance systems buyers expect these days, and you’re not just assisted, you’re connected. Download the Ford app and you will be able to perform various tricks remotely: find a car, check fuel, block, etc. Local hazard information also alerts you to any potential danger ahead, even if the incident is not visible due to a curve in the road or other vehicles.

WHAT’S UNDER THE HOOD?

There are plenty of petrol and diesel options to choose from here, but here’s the big deal: Like its Puma, Kuga and Fiesta counterparts, the Focus has now gone mild hybrid with a starter/generator connected to a neat ion- 48 volt lithium. battery under the front seats.

This battery stores the energy collected during braking and coasting, then uses it to increase the torque of the small 1.0-liter EcoBoost engine, available in 123 hp or 153 hp, by up to 50% at low rpm or 15 lb-ft at high speeds. full load. .

With hybrid gubbins, the least powerful motor (available from the lowest Trend trim) starts at just over £25,000, while the most powerful unit (available from the next Titanium trim) starts at over £26 £000. Both emit between 116 and 134 g/km of CO2 and claim 47.9 mpg and more, an increase of around 15 per cent over the non-hybrid equivalent, and a figure we consider achievable with a light tread. Note that the less powerful MHEV can only be had with a seven-speed DCT gearbox, while the more powerful configuration can also be paired with a six-speed manual gearbox.

Of course, you can still get a 1.0-litre petrol without all the mild hybrid stuff, and there’s a 1.5-litre diesel for those who still want to fill up the tank at the black pump. But our experience so far suggests that you should ignore them and go for the hybrid. More information about it in the Driving tab. The journey, meanwhile, leads us to the next question…

DO WE NEED TO KNOW MORE?

It seems there are almost as many suspension setups as there are engines. Lower powered hatches have a torsion beam configuration. It uses banana-shaped springs that push the outside rear wheel out as the car turns into a corner, keeping the swingarm straight and the wheel in better alignment.

Meanwhile, the more powerful hatches get a short and long arm setup (like the original Focus it pioneered). Its advantages are smooth operation and precise steering.

Finally, the estates get a different design from the SLA system, with the shock absorbers positioned almost horizontally, to improve boot space. Higher-end models also have the option of adaptive dampers. Make sense ?

You can read our long-term review of the pre-facelift Ford Focus by clicking on these blue words.

A BMW 1 Series or Mercedes A-Class will impress your neighbors more, but you drive your car, not them. Cette Focus, particularly with the most sophisticated rear suspension configuration, is toujours la conduite la plus douce de la classe des hayons grand public, et il n’est pas surprenant que même après quatre ans de vente, la quatrième génération reste aussi populaire never.

The mid-life facelift brings even more standard equipment to many trim levels and we feel the new front end looks very clean. The giant touch screen is also great, although we still regret the loss of the physical buttons.

Driving appeal comes from a balance of smooth engines, fine steering, great cornering ability, and a well-tuned ride. But success in a trap isn’t just about driving. The Focus also has the rest of the bases covered. It’s one of the easiest cars to recommend as a daily driver, and for good reason, too.