Ford Focus MKII

Advice on buying the best of the perennial family favourite.

Developed by Ford to replace the hugely popular but long-in-thetooth Escort, the first Focus was a revelation. Introducing Ford’s New Edge design concept and boasting the sort of agility and precise handling that owners of its predecessor could only dream about, it’s no surprise that it became impossible to knock it off its perch at the top of new car sales charts. By the time the MKII arrived, three million examples had rolled off German and Spanish production lines.

Launched in September 2004 at the Paris Motor Show, the MKII was the proverbial difficult second album for

Trim & equipment

Ford’s approach of offering something to suit every pocket resulted in a bewildering choice of trim levels: Studio, Style, LX, Zetec, Ghia, Titanium or Sport. There’s not the space here to delve too deeply into how each was equipped, but suffice to say that even the lowliest came with all the convenience features most people needed, and specifications got progressively richer and more gadget-laden as you progressed up the range. However, the MKII did usher in a number of options previously unknown to Focus owners, including keyless entry, satellite-navigation, adaptive lighting, a solar-reflect windscreen, Bluetooth and voice-activated infotainment, plus a DVD system for rear seat passengers. Upper trim levels would bring the likes of climate control and leather seats but, by late 2007, you could spend almost £20,000 on a 2.0 TDCI Titanium, with predictably depressing levels of depreciation.

Aside from detail changes, the first major change came in 2007, when Ford amended pricing and equipment. Broadly speaking, Studio and Titanium were reduced by about £400, while LX, Ghia, and Sport models increased by £100-200. All of them gained additional Ford. A thorough redevelopment of the original, it was improved in just about all areas, from space and interior quality to safety and refinement. Not everyone was enamoured by the new styling – it was arguably less distinctive than its predecessor – but it quickly began racking up sales figures.

Not one to rest on its laurels, Ford embarked on a total revamp unveiled in August 2007 and going on sale in January 2008. Reflecting the company’s latest Kinetic design language, it borrowed elements of exterior and cabin styling from the Mondeo, as well as overhauling engine and trim offerings.

kit, such as body-coloured exterior trim and improved hi-fi. The standard Zetec model was deleted from the range, but the Zetec Climate was still available.

For the 2008 overhaul there were more comprehensive changes, with trim levels reduced to Studio, Style, Zetec and Titanium. All got ESP stability control, four airbags, a CD player, electric windows and central locking. The Zetec gained a rear spoiler, bigger alloys, and a heated windscreen, while Titanium offered privacy glass, automatic lights and wipers, and a punchier Sony sound system. A tyre pressure monitoring system, switchable steering assistance levels, and improvements to audio and aircon set-ups were also a feature of the revised model.

Minor tweaks would follow until the MKIII’S appearance in 2011, with the only real addition of note being the appealingly sporty Zetec S in October 2008. Costing £750 more than the regular Zetec, it featured a bodykit, 17in alloys and a smattering of aluminium in the cabin. If you were feeling flush you could add the £500 Sport Pack, bringing 18in wheels and privacy glass, and/or the £200 WRC pack with rally-inspired decals and badging.

What goes wrong

Before going any further, it’s worth considering that many Focuses began their lives on company and rental fleets or as family workhorses, so the accrued years and miles might have been hard ones. Regular, conscientious maintenance could have become a distant memory, so proof of regular oil and filter changes, along with refreshed coolant to protect the aluminium alloy engines, is a definite plus.

The majority of petrol units had cambelts, so ensure these have been changed on time – the TI-VCT unit needs a fresh belt every 100,000 miles or 10 years, for example, and quality belt and water pump kits cost about £150.

There have been reports of screen washer pipework leaking water onto the cylinderhead and rusting the spark plugs, so they’re worth inspecting, along with

signs of failing coil packs. The 1.4- and 1.6-litre petrol units have one coil pack for all four cylinders (mounted at the end of the head), while 1.8- and 2.0-litre engines have individual pencil-type coils.

The 1.6 Duratecs like to corrode core plugs in the top of the head and they can leak into the plug wells.

The 1.8- and 2.0-litre petrols can have a high oil consumption, especially if the oil control rings are stuck or worn. Likewise, the 1.6 can guzzle oil at high mileages, and also suffers from a failed thermostat because the spring has to work against a plastic housing and fatigue is inevitable. Otherwise, ensuring that there’s no rough running or warning lights should suffice for petrol cars.

Although smooth, punchy and frugal, the TDCI diesels aren’t entirely troublefree, with DPF failure common at around 100,000 miles (Ford recommended replacing the DPF at 75,0000 miles) – budget around £350 for a replacement depending on brand. The Eolys tank needs refilling at 37,500 miles – it takes around 2.5 litres, followed by a resetting procedure you can carry out yourself. It’s not hard to find numerous reports of 1.6s going into ‘limp-home’ mode as a result of throttle body faults and splits in intercooler and intake pipework. Choked EGR valves are a further hassle – if removing and cleaning them doesn’t help, you’ll need to budget about £200 for a replacement. As always, it’s worth asking yourself if you really need an oil-burner.

Running gear

Slick, responsive steering was a Focus hallmark although, somewhat unusually, the 1.4 and 1.6 petrol models got hydraulic-assistance, while the 1.8, 2.0 and diesels had an electro-hydraulic setup. This means that the EPAS units have three PAS levels (Sport, Normal and Comfort), which you can choose from a

menu when the car stops. A number of 2008/09 cars suffered from pump failures and fluid leaks, but while this shouldn’t be an issue today, it’s worth checking that all’s well as leaking pipes can be a £200 fix. Having to remove the offside headlamp to access the fluid reservoir is a further nuisance, and means levels may not have been checked regularly.

Brake fluid needs changing every two years, with a fiddly brake master cylinder reservoir that requires a spout

or funnel to replenish fluid. Aside from checking for ABS warning lights, you just need to ensure that pads and discs have plenty of wear left on them; budget less than £100 in parts to renew both ends.

Which brings us to the suspension, a combination of Macpherson struts at the front and a multi-link, Control Blade arrangement at the back. A superlative blend of ride comfort and deft handling marked out the Focus, so if either of those attributes aren’t apparent then assume that dampers and bushes are past their best. Replacement parts aren’t expensive, with front and rear dampers around £50 and £30 respectively.

Last, wheels and tyres came in various styles and sizes depending on trim level. Missing or battered plastic trim, scraped alloys and cheap, mismatched tyres provide evidence of neglectful and penny-pinching owners.

Body, trim & electrics

There’s the usual choice of three- or five-door hatchbacks, a roomy estate and, from February 2005, a booted, fourdoor saloon. The last of these was never that popular in the UK, finding more favour in American and Asian markets. Whichever you prefer, you’ll benefit from Ford’s attempts to improve this second-generation Focus. Those efforts concentrated on better body construction and quality, with tighter panel gaps and tolerances – and it was safer, too. Moving the A-pillar forwards by 100mm increased cabin space and improved crash protection, which together with Ford’s suite of safety systems – dubbed the Intelligent Protection System – ensured a five-star EURONCAP rating.

The new model also gained an additional 25mm and 40mm in wheelbase and track respectively, along with 10% more boot space at 385 litres (a 1525-litre maximum for the estate) and 20% thicker front door glass. The 2008 revamp brought no major structural changes, but new bumpers, grilles and light designs freshened things up.

Rust shouldn’t be a major concern, even on early examples, but check that it’s not beginning to nibble at the edges of doors, wheelarches or the tailgate. More likely is annoying dings, dents and scuffed bumpers, which can be lived with if the car’s cheap enough.

Water leaks into the cabin prove more irksome and usually come from the screen and door seals, although early estates suffered from sub-standard sealing around the tailgate hinges. Assuming the cabin is dry, it’s a nice place to be, with the MKII featuring greater use of soft-touch surfaces, better quality plastics and fabrics, and robust construction compared to its predecessor. The metal-effect garnishes of 2008 models improved the ambience further. It’s mainly a case of ensuring that years of family abuse haven’t taken their toll on seats, carpets and boot/load bay trim. Although leather seats are nice, it wasn’t the richest of hides, so check for bagginess and damage.

Electrics can prove troublesome, with the instrument cluster a particular bugbear. Symptoms include error codes, intermittent operation and shutting down without warning – as it incorporates the immobiliser, it can cause non-starting as well. Seek out a specialist repairer who can sort it for around £100.

Electric windows, central locking, hi-fi systems and climate control are prone to playing up. Secondhand parts are plentiful should motors and the like fail, but you’ll want to spend time checking everything works, especially on the gadget-laden higher trim levels.