Ford Focus
New model promises better practicality as well as fun. We see if it delivers
THIS fourth-generation Focus promises to address the Mk3’s packaging and infotainment flaws. We’re testing the £21,550 1.0 Ecoboost 125 in Titanium trim, which is likely to be a big seller.
Design & engineering
THE new Mk4 Focus is based on Ford’s latest C2 platform, which has brought a 20 per cent improvement in torsional rigidity. It uses a Macpherson-strut front suspension layout, while the rear end is controlled by a torsion beam on our test car; there is a multi-link set-up for higher-powered models, harking back to the original Mk1 Focus.
The engine is carried over from the old car. In this case it’s a 123bhp 1.0-litre three-cylinder turbo version of Ford’s award-winning Ecoboost petrol unit. It delivers 200Nm of torque – the same as the Volkswagen Golf – and sends its power to the front wheels through a six-speed manual gearbox. There are also new driving modes (Normal, Sport and Eco).
It’s inside where the changes are arguably even bigger. The Focus takes much of its design inspiration from the smaller Fiesta. This includes the positioning of the infotainment screen, climate control layout and the instruments. However, the materials inside the Focus feel a little plusher than in its younger sibling. They aren’t quite as upmarket as the Golf’s, but easily a match for the Astra’s.
Titanium trim has plenty of kit. You get an eight-inch colour touchscreen with nav to match the Golf. Cruise and climate control, DAB, front and rear parking sensors and keyless operation are also included as standard, as are Apple Carplay and Android Auto and some strong safety tech.
Driving
AS with the original, the Focus excels once you get it on the road. The ride and handling balance is a big part of that, because the Ford’s chassis delivers plenty of comfort despite its driver-focused set-up, thanks to the dampers’ ability to take the harshness off the majority of bumps. It means you can carry good speed down a rucked road without fear of wincing when you come to a particularly torn patch.
Despite this refinement to the ride, the Focus retains its trademark driver involvement and fun factor. In fact, it’s better than ever.
The steering weight is just right for a car in this class and it responds quickly to your inputs, with a keen sense of agility for what is a conventional family hatch. The damping plays a part here, too, because there’s just enough roll to relay some feedback from the chassis (the steering is the most communicative of the trio as well), while there’s control to match, so the Focus feels the most composed car of the three at higher speeds.
However, despite its power advantage, the Ford wasn’t as fast as the Golf in our performance tests. It sprinted from 0-60mph in 9.9 seconds, 0.3 seconds slower than the VW, but 0.6 seconds up on the Astra. Yet this performance gap is difficult to sense as you increase speed through the ratios; what is more palpable is the disparity in gear.
The Ford took 10 seconds exactly to accelerate between 50 and 70mph in fifth, which was 1.9 seconds slower than the Golf. Still, while the Focus might not quite match the VW against the stopwatch, the performance it offers is adequate, with the torque helping flexibility on motorways.
At all speed ranges the engine is remarkably refined and matches the mature feel to the ride, so the Focus is an easy car to live with.
Practicality
WHILE Ford has improved the new car’s practicality, it’s still not quite as versatile as the best models in the class, and trails the Golf marginally for boot space; the 375-litre total is five litres down on the VW’S.
This is still close enough that it’ll make little difference really, and it’s the same inside, where there’s lots of rear head and legroom. The front of the cabin feels roomy and offers good storage, even if it doesn’t have quite the same upmarket air as the Golf’s.
Helpful touches include Ford’s capless fuel filler, and some improved oddment space (not its predecessor’s strongest suit), while the excellent driving position is the best here. Optional door-edge protectors reduce bumps and scrapes in car parks; they’re part of a £500 Convenience Pack that includes a rear camera.
Ownership
FORD finished lower down the makers’ chart in our Driver Power 2018 survey, taking 16th place. This was some way behind VW, which ranked fifth. Vauxhall trailed both rivals in 22nd position out of 26 brands.
Safety in the Focus has been improved because autonomous braking is now standard, along with pedestrian and cyclist detection, lane-keep assist and lane departure warning, plus post-collision braking. When combined with a fine crash-test performance, this earned the Ford a full five-star Euro NCAP rating.
Running costs
THESE three cars are really closely matched on price and CO2 emissions, and the 108g/km Focus will be a cost-effective company car to run.
Falling into the 22 per cent Benefit-in-kind (BIK) bracket, the Ford will cost higher-rate earners £1,879 per year. This is £119 less than the pricier Astra, which sits in the 23 per cent band, emitting 110g/km.
The Golf will be the most cost-effective business choice of our test trio. With CO2 emissions of 109g/km, it falls into the 22 per cent BIK bracket as well. But when you factor in its lower purchase price, the VW will require contributions of £1,833 a year from higher earners.