Adjusting the Focus makes it sharper

Little tweaks add up to a better hatch

CROSSOVERS and SUVs might be all the rage, but don’t think that the good old hatchback is dead yet.

Of the top 10 best-selling cars in the UK, the Nissan Qashqai is the only one that’s a crossover. So a brand new Ford Focus is a big deal – and only Ford’s own Fiesta and the VW Golf outsell it here.

And this five-door Focus really is new with a completely revised bodyshell that adds almost 50mm to the wheelbase giving rear passengers more legroom.

There’s an estate version but no three-door model, although there’s plenty of choice in other areas. A baffling amount, in fact.

Engines range from a selection of three-cylinder petrol engines of 1.0 and 1.5-litre, and diesels of 1.5-litre (all new) and 2.0-litre with varying power outputs. Gearboxes are either six-speed manual or a new eight-speed automatic.

We drove several different versions of the Focus on the car’s launch but we’ll concentrate on the 1.0-litre, 124bhp petrol-engined hatchback with the manual gearbox.

Our test car is in Titanium trim which will set you back £21,550 at full price. Then there’s that vast array of optional extras, including adaptive LED headlamps, for example, which automatically adjust when a car is coming the other way and also use a camera to anticipate a corner, pointing the lamps in that direction.

Lane assist is standard on all

cars and the emergency braking system features something called Evasive Steering Assist which helps you steer towards a gap instead of something solid. I didn’t put it to the test.

What really impresses about the new Focus is its refinement. There’s very little tyre or wind noise in the cabin at speed and the ride is comfortable. I can’t think of any rival that is substantially quieter or smoother.

The Focus has a reputation for being one of the best handling hatchbacks and the new one is no exception.

There’s an ST Line trim version that comes with lowered suspension. That’s the most sporty, but for day-to-day driving you won’t be disappointed by any version of the Focus, whether it has the basic rear suspension or the more sophisticated multi-link set-up.

Inside, the Focus has a very clearly laid out dashboard, and instruments which have a sensible mix of traditional switches and functions that are controlled via the 6.5in touchscreen (you get a bigger screen on posher trim levels, including this Titanium).

A head-up display is an option, but I found its positioning and tinted background blocked the view. It’s an option I wouldn’t bother with.

Quality is knocking on the door of Golf standards here with soft touch materials everywhere and nice details such as carpet in the bottom of the door bins to stop stuff rattling about.

Comfort seats are standard on upscale trims and optional on the others. They’re multi-adjustable, and with the steering column being variable for rake and reach you won’t have trouble getting comfortable in this car.

The new Ford Focus isn’t a significant leap forward from the old one but it’s improved in lots of small ways that add up to a noticeably better machine.

It has more rear legroom, is quieter and has a choice of equipment and technology that’s hugely impressive.

It looks good, too – better than the last one in my eyes.

The quality of the Focus is almost at the level of VW’s Golf

Ducati and its owner Audi have been experimenting with something called C-V2X technology. Put simply, it’s a wireless communication system that Ducati has fitted to a Multistrada 1200 test bike and Audi to a Q7 SUV. The tech allows the two vehicles to communicate with each other to avoid collisions. For example, the car, waiting at a T junction, knows that the bike is coming along and has right of way and won’t allow the driver to pull out. The same with the car turning right as it’s about to be overtaken by the bike. This technology could make motorcycling far safer, attracting more people to this fantastic method of transport.