FORD

STILL FOCUSED Smarter looks and high-tech engine offerings complement the Ford Focus’ great driving dynamics in a much improved model line-up. Jonathan Crouch checks it out…

Ford’s Focus now has sharper looks inside and out to match its sharper handling. There’s a eco-friendly diesel option, plus an extra 2.0TDCi unit. What hasn’t changed is the great packaging and rewarding driving dynamics. This car may be common but it’s still a great choice.

Add up all the points when it comes to buying a Family Hatchback and it’s hard to escape the conclusion that a Ford Focus might well be your best bet. For Ford, the problem is that most potential buyers don’t add up all the points. They’re swayed by rivals that are better looking, have higher-tech engines, offer more equipment or record more frugal fuel figures in some variants. All of which, when added to the fact that the MK2 Focus has become a rather over-familiar face since its launch here in 2005, has been costing Ford more sales than it would like. Their response is a better-looking, better equipped, higher-tech and more frugal Focus. Yet one that keeps all the good things common to the original. Make no mistake: if you’re shopping in this sector, this is a car you have to try. If driving dynamics are all you care about, this is still the very first car with which you should begin your search for a Family Hatchback. The everyday mundanity of the Focus often obscures quite what an incredible car it is. That and the fact that we take this sort of competence for granted. Get underneath the Focus and you’ll find a more advanced suspension system than that of a Porsche 911. Ford of Europe ploughed an enormous investment into the original Focus and the MK2 model continues to live off the benefits, even though many rivals have clawed back much of the ground they lost to this car in this respect in the early years of this century. The suspension system is much the same as that used in the 1998 model and the lessons learned in packaging are still as relevant as ever. This sublime handling competency means you can get the most in terms of driving enjoyment from any of the given engines on offer, so drive a Focus before opting for an apparently faster rival: more power doesn’t necessarily equal more real world speed. In terms of driving comfort, there are softer-riding rivals, certainly, but you’d be less likely to want to be in one of them on a twisting B-Road. Comfort is also about on the move convenience too, so Ford have integrated a number of practical aspects from the C-MAX mini-MPV including a glove box big enough to house a 1.5-litre bottle, a sunglasses holder, a dash-top cubby and class-leading luggage space.

"Add up all the points when it comes to buying a Family Hatchback and it’s hard to escape the conclusion that a Ford Focus might well be your best bet…."

Benefiting from Ford’s ‘kinetic design’ approach to styling, the latest Focus takes its inspiration from its larger Mondeo stablemate. Trapezoidal grilles, swept back headlamps, bolder wheel arches, re-shaped rear glass, a contoured tailgate and smarter tail lamps are the key changes. Higher trim grades benefit from chrome detailing and a stylish, body-coloured upper rear spoiler. Inside, the more upmarket aura continues. Nicer soft-touch plastics now cover the instrument panel as well as the upper front door trim and this is complemented by plusher seat fabrics plus a variety of more attractive fascia finishings. The instrumentation has been re-designed too and, along with all other interior controls, is illuminated in red. Controls for the upgraded audio equipment and two-zone air conditioning have also been ergonomically improved. The compact control-blade rear suspension helps the five-door hatch model achieve a hefty 385-litre carrying capacity, as the load bay is completely flat and unencumbered by suspension intrusion. In the Estate version, there’s 475 cubic litres of load space with the 60/40 rear bench in place, but drop the seats and there’s a cavernous 1525 litres, making the Focus a good deal bigger than many executive class estate cars. With the seats in place the load bay is just over 104cm long, 116cm wide and up to 89cm high. With the rear seats folded you have a 167cm long distance from seat back to tailgate. Prices sit in pretty much the same £12,000 to £20,000 span as you’d expect, spread across three and five-door hatches, a four-door saloon, an estate and a Coupe-Cabriolet version with its fashionable metal folding roof. In other words, much the same proposition as is offered by rivals like Vauxhall’s Astra, Peugeot’s 308 and Renault’s Megane. Trim-wise, there’s a choice of Studio, Style, ECOnetic and Titanium trim levels before you get to the sporty ST models. Engine-wise, petrol buyers have the old 78bhp 1.4 and 98bhp 1.6-litre units at the foot of the range. If you need to go faster, there’s a 123bhp 1.8-litre option, a 143bhp 2.0-litre petrol unit and the 220bhp 2.5-litre powerplant found in the ST models. For diesel buyers, there’s an entry-level 108bhp 1.6-litre TDCi, while above this unit sits the highly acclaimed 2.0-litre TDCi diesel that Ford developed with Peugeot, now available in 110bhp as well as 136bhp guises. As you would expect, equipment features run to most of what you would now expect on a car of this type (twin front airbags, air conditioning, ABS etc) but there are some nice extra touches. In addition to a movable armrest and a four-litre-capacity storage compartment, there are storage areas for back-seat passengers or the facility to add optional items such as a 230 volt socket or the USB audio connection box. Ford have put a lot of thought into lowering running costs, focusing on the popular entry-level diesel, the 108bhp 1.6-litre Duratorq TDCi. For economy-minded buyers, the Diesel Particulate Filter-equipped version of this engine is now available in Focus ‘ECOnetic’ form, a guise which features an array of aerodynamic efficiencies much like Volkswagen’s range of BlueMotion models. Average consumption for the Focus ECOnetic is a frugal 65mpg. This corresponds to an average CO2 emission of only 115g/km, which is a class-leading result for a conventional vehicle in this segment. As a direct result of the Ford ECOnetic initiative, all Focus 1.6-litre TDCi variants will achieve 119g/km CO2 and this is regardless of power rating, body style or wheel dimensions. Flexifuel version of the 1.8-litre Duratec petrol four-cylinder engine can be fuelled with bio-ethanol E85-fuel as an alternative to conventional unleaded petrol – or in any mix of both. The Ford Focus range also includes CNG (compressed natural gas) and LPG (liquefied petroleum gas) derivatives both based on the 2.0-litre Duratec petrol engine. Insurance groupings are mainly in the 4 to 10 bracket, though beware if you’re thinking of opting for one of the sporting ST variants which sit in a heady group 17. They also struggle in terms of CO2 emissions. Depreciation on a Ford Focus is never going to be stellar: simply take it into account and balance the difference to something like a Volkswagen Golf with the extra discount you’re likely to be able to negotiate upfront. Most of the time, the sums add up. The Focus needed this wash ‘n brush-up, if only to remind easily swayed Family Hatchback buyers just how good it still is. The smart styling enables it to sit proudly alongside newer rivals, while the cabin now feels a more appealing place to be. You can even buy one and feel much more that you’re doing your bit for the environment, thanks to the ECOnetic technology. Its biggest problem continues to be its own success, with the issues of depreciation and ubiquity that brings with it. If you don’t care on that score and simply want the best product, then move this revised Focus a couple of notches further up your shopping list.

Facts At A Glance CAR: Ford Focus range PRICES: £12,200-£20,850 – on the road INSURANCE GROUPS: 4-17 CO2 EMISSIONS: 115-224g/km PERFORMANCE: [1.6] Max Speed 111mph / 0-60mph 11.9s FUEL CONSUMPTION: [1.6TDCi] (urban) 50.4mpg / (extra urban) 74.2mpg / (combined) 62.7mpg STANDARD SAFETY FEATURES: Twin front, window & side airbags, ABS, traction control, WILL IT FIT IN YOUR GARAGE?: [5dr Hatch] Length/Width/Heightmm 4342/1840/1447

TORQUE COMES CHEAP Ford’s Focus ST has been visually tweaked but under the skin, nothing’s changed. Which means it’s as good as ever. Jonathan Crouch reports

Having rather under-achieved with fast versions of the first generation Focus, Ford really delivered when it came to the MK2 model. The Focus ST has proved to be the enthusiast’s choice in its sector and now it’s received the current Focus’ styling improvements.

It’s all a world away from the rather weak RS and ST170 variants that were offered to sports fans as part of the MK1 Focus model line-up. When the second generation range was announced, Ford were also determined to give real enthusiasts a real segment-leading hot hatch. And they have. As a measure of this car’s ability, a standard production Focus ST has set a segment-leading record time of 8 minutes 35 seconds around the Nordschleife circuit at the famed Nürburgring. This sort of achievement requires more than just brute power and the Focus ST remains one of the sharpest handling cars in its class. In fact, this car may well also still be the definitive choice for enthusiastic drivers who also demand comfort around town: an array of subtle suspension enhancements aim to ensure that this remains the case. As before, there’s a powerful braking system, while Ford’s Electronic Stability Programme (ESP) and Traction Control are now standard on all versions.

"The Focus ST offers layers to its talents that no competitively priced rival can hope to match"

If you want this whole test summed up in one word, we’ll give it to you. The Focus ST is brilliant. It’s a hot hatch that flatters the average driver and rewards those with a few more tools in their locker. So many seriously powerful GTi hatches feel as if they have a little too much power but the chassis of the Focus is so talented and the engine so tractable that it always feels a class act. Having clocked up quite a few miles in the Focus RS, I was initially worried that the ST would be a little soft in the belly. Over the first couple of miles I wasn’t feeling much love for the steering, the electrically assisted system offering too much help. I then discovered that it’s possible, via the car’s computer, to change the weighting. I was on a Comfort setting. Notch it up to Sport, grab the thick-rimmed wheel and you’ve got a car that loves to be thrown at corners. Catch it off guard and the car can feel slightly nose heavy, that five-cylinder 222bhp turbo engine being quite a hunk of metalwork, but traction is so good that when you get it right, the Focus just slingshots out of a bend with no drama, very little in the way of torque steer and one of the most infectious engine notes around. Despite offering a broadly similar turbocharged power output to the original Focus RS and having drive directed to the front wheels like the Focus RS, Ford insiders claim the latest ST will demolish the RS’s time around the Nurburgring by a full twelve seconds, courtesy of its superior cornering ability and improved torque. I can believe it. The sprint to 60mph takes just over six seconds and a top speed in the region of 150mph will be more than adequate. Wet traction off the line isn’t the greatest but lateral grip is superb. The Volvo-sourced powerplant serves up a big slug of torque between 1,700 and 6,750rpm. It’s this driveability that makes the Focus ST such a formidable weapon. I drove the Ford to an event where I was driving a 414bhp Audi RS4 and it’s a real compliment to the Focus to say that it felt neither slow nor cheap afterwards. As before, the production version of the ST comes in three trim levels, priced from £18,250. You can specify an ST, an ST-2 or an ST-3 but some revision of this nomenclature will presumably be required if a diesel model is ever introduced. Every Focus ST boasts 18-inch five-spoke alloy wheels, sports styling, body-hugging Recaro sports seats, a unique sports steering wheel and upgraded instrumentation. New to this generation of ST are the 'Ford Power' starter button and Easyfuel capless refuelling system. Upgrading to ST-2 adds a Sony audio system, bi-xenon lights, LED rear lights and Quickclear heated windscreen while the ST-3 includes an in-dash six CD player plus full leather trim. In common with other members of the 2008 Focus family, a range of high-tech options can be specified. Among the list is a Tyre Deflation Detection System, a new audio connectivity module for external devices like Bluetooth, voice control and navigation systems plus various infotainment options including an affordable sat nav system with SD card slot. The Focus ST remains more than we could have hoped for. It’s a more mature car than you might expect given the loud colour schemes of the press fleet models you’ll have seen in magazines but it’s also a very talented, extremely tactile and awesomely skilled car. With cars like the Vauxhall Astra VXR and Volkswagen Golf GTI around, it needed to be. Ford have pulled it out of the fire.

Facts At A Glance CAR: Ford Focus ST PRICE: £18,250-£20,850 - on the road INSURANCE GROUP: 17 CO2 EMISSIONS: 224g/km PERFORMANCE: Max Speed 150mph / 0-60mph 6.1s FUEL CONSUMPTION: (average) 25.3mpg STANDARD SAFETY FEATURES: Twin front airbags, ABS with brake assist WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4342/1840/1447

FAMILY FAVOURITE Still Britain’s favourite family hatchback, Ford’s latest Focus claims to have been designed around the needs of families. But has it? Jonathan Crouch and family have been putting the car to a long term test…

People buy Ford Focuses for the same reason that their default shopping trip takes place at Sainsburys or Tescos. In short, there’s no hassle and they know what they’re going to get. This isn’t the sexiest reason for purchasing a car but it’s probably the one that accounts for most Focus sales.

But is Ford’s latest Focus really worth such blind purchasing obedience? We thought we’d find out by putting one to the test over six months, first on our company fleet and then into the hands of the most demanding family known to man: namely, mine. Step forward my wife Katie and our two daughters Caris, who is 9, Ellie who is 7 and Amy who is 2. All four have developed an extremely acute perspective on what they like and don’t like about modern cars. Both older girls are picked up every day from school with snacks and (hopefully healthy) treats, so reduce the interior of any school run transport to that of an urban bus shelter within minutes. Crushed crisps, sticky fingermarks and soft drink spillages are par for the course. In vain, I’ve asked my wife to stick to fruit – but that’s another story. Anyway, what did they make of the Focus, day-in and day-out? Well things got off to a bad start by dint of the fact that the test car was a five-door hatch rather than the estate they were used to. Still, that’s not Ford’s fault and in any case, merit points were regained when a cursory inspection was made of the extras included on the 1.8 TDCi Titanium model available for test. Even in standard form, this flagship Focus looks a comprehensive package for buyers seeking an economical family hatch with a sporty edge and at prices starting from £17,200 in this plushest guise (Focus 1.8 TDCi prices actually start at £16,450 if you can do without the bling), it’s not ridiculously expensive. What did open our eyes was the potential for nudging that price skyward with a foray into the options list. In addition to the standard Titanium features, our car chipped in with cost options running to metallic paint, rear parking sensors, the communications pack (satellite navigation, Bluetooth hands free technology and the Voice Control System), the Titanium X pack (full leather trim, powered drivers seat, heated front seats, xenon headlamps, LED rear lights and powered mirrors) and the Sport pack (Titanium 18" alloy wheels and sports suspension). If I’d been paying for that little lot, it would have pushed the asking price up to around £21,000, which seems a tad on the high side for a Focus. Particularly as the Titanium trim level already includes rain sensing wipers, automatic headlamps, sports seats, air-conditioning, the Quickclear heated windscreen, a leather steering wheel, front fog lights and rear privacy glass. You get the idea: this isn’t the stuff of a stripped-down shopping hatch.

"Our test reminded us why the Focus remains such a resoundingly sensible choice for so many ordinary family hatchback buyers..."

Not that the Crouch family were interested in all this detail. They were more bothered about the dark privacy glass (they think it makers it look as if drug dealers are on board) and the performance of the Ford-fit stereo (very satisfying for a loud rendition of ‘With Love From Me To You’ – they’re into the Beatles at present). My wife wasn’t hugely gripped by the performance of the 1.8-litre 115bhp diesel engine (10.8 seconds from rest to sixty) but she loved the regular 55mpg return at the pumps. The interior trim and plastics didn’t look that impressive at first glance but they did prove easy to wipe clean – which is far more important. The car has a purposeful stance with clean bold lines around the front end and a tidy rear where the light clusters are positioned high up out of harm’s way. There’s nothing fussy about the detailing with the designers obviously preferring to keep things solid and chunky, two themes that are echoed on the inside of the vehicle. Space is definitely a key asset for the Focus. There’s plenty of room in the back for two six-foot adults and even if they were joined by a third passenger of similar dimensions, the squeeze wouldn’t be unbearable on long trips. The boot too is remarkably large, harbouring more than enough capacity for one of my wife’s regular really expensive trips to Tesco. As I’ve suggested, some might find the cabin a touch bland in terms of decor and design, especially at a time when rival family hatchback manufacturers have given their design departments free reign to dream up all manner of outlandish interior features. Luminous plastics, gaudy colours and curvaceous facias have been left on the drawing board, the Focus instead keeping it simple. Some will like the look, some won’t but the build quality is impressive. The main thing is that it all works and even a driver who is new to the vehicle should be able to locate the control they want almost instantly. This was certainly the case when my wife sat herself behind the wheel. She found that the driving position was excellent and that there was good scope for adjustment so that passengers of varying shapes and sizes had no problem getting comfortable. She reported that when fiddling with the seat position, it was best to have the door open as the controls are difficult to get at once you’ve shut yourself into the car. She awarded plus points to the leather-covered steering wheel ("which has a nice feel to it") and the positioning of the gear lever ("perfectly placed quite high on your left side"). On the road, both of us agreed that the steering had a reassuringly weighty feel and thought the gearchange to be superb with its precise short-throw action. The 1.8-litre TDCi engine generates 115bhp and puts a decent about of low down urge at the driver’s disposal. This TDCi is quite refined when cruising: you just get that gruff oil-burning engine note when accelerating up to speed. The main sound inside the car is the road roar and this can become intrusive over time but the engine certainly doesn’t make its presence felt too overtly. Overall, our test reminded us why the Focus remains such a resoundingly sensible choice for so many ordinary family hatchback buyers. Unremarkable it may be in some respects but it does all the things a family hatchback should do and it does them well. The driving experience is good, there’s plenty of space inside, it’s solidly build and the TDCi engine delivers startling economy. Now all I’ve got to do is to clear out all those crushed crisps and sweet wrappers before Ford come to collect it…..

Facts At A Glance CAR: Ford Focus 1.8 TDCi PRICES: £16,450-£17,800 – on the road CO2 EMISSIONS: 137g/km PERFORMANCE: 0-60mph 14.7s / Max Speed 101mph FUEL CONSUMPTION: (urban) 42.1mpg / (extra urban) 65.6mpg / (combined) 54.2mpg STANDARD SAFETY FEATURES: Twin front & side airbags, ABS, ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4342/1840/1447

THE SHARPEST FOCUS The Focus RS is Ford’s opportunity to show just how quick its Focus hatchback can get. Steve Walker reports

Ford’s RS brand has a heritage that leads us to expect excellence and the Focus RS has pulled out all the stops not to disappoint. With a completely revised front suspension system designed to manage the stresses of channelling 296bhp through the front wheels, sharpened steering, up-rated brakes and super-aggressive styling, it’s a car that transcends the hot hatch genre and goes after some big name performance models.

As performance brands go, Ford’s RS belongs very much in the premier league. With a heritage stretching back to 1970, the RS badge is held in reserve and only applied to the most focused high-performance machinery to emerge from the Blue Oval’s production lines. RS iterations of the Escort, Capri and Sierra all hold a special place in the hearts of enthusiasts and in recent times it’s been the Focus RS that’s carried the torch with no little distinction. The latest Focus RS is the 21st RS-badged model to take its place on Ford’s roll of honour and if past form is any indication, we can expect a thoroughly well-sorted performance hatchback. There are a select group of badges that when spotted on the tailgate of an otherwise everyday car, really guarantee that it harbours serious sporting ambitions. BMW’s M Sport would get the nod as would Audi’s RS. Then there’s Subaru’s STi and Mitsubishi’s Evolution. Honda’s Type-R demands respect while Renault’s Renaultsport and Vauxhall’s VXR are promising newcomers in this company but despite some genuine highlights down the years, both Peugeot and Volkswagen have conspired to devalue their GTi monikers with some questionable past efforts. Ford’s RS stands comparison with the very best here and serves to guarantee that in gaining Rallye Sport status, a conventional Ford model has undergone an extensive package of modifications. So to the nitty-gritty. The Focus RS guarantees its entry into the exclusive VIP area of the hot hatchback market sector with a 2.5-litre 5-cylinder turbocharged petrol engine achieving 296bhp. Torque is rated at a massive 410Nm and it all helps the Focus RS launch itself through 62mph in less than six seconds. Such capabilities see the RS transcend the conventional hot hatchback market where Ford’s Focus ST is already one of the finest exponents and match it up against the likes of Subaru’s Impreza STi and Mitsubishi’s Lancer Evo X. These four-wheel-drive rally-replica models are ambitious targets for a front-wheel-drive Focus but Ford is confident and certainly doesn’t award its cars RS status lightly.

"The car pushes Ford into an area of the performance car market where front-wheel-drive models rarely tread…"

Ford’s secret weapon in the battle the Focus RS faces against its four-wheel-drive rivals is the RevoKnuckle – an advanced front suspension system developed uniquely for the Focus RS which aims to deal a knockout blow to assumptions that nearly 300bhp in a front-wheel-drive car is too much. It’s true that asking a car’s front wheels to deploy that much power while also taking care of steering duties can lead to serious handling compromises. You’d expect torque steer to occur under hard acceleration, while cornering or on uneven surfaces and to manifest itself as a sharp tugging on the steering wheel as the car’s front wheels battle for purchase. Ford’s solution is the RevoKnuckle suspension which works in tandem with the Quaife Automatic Torque Biasing limited slip differential to reduce torque steer and generally minimise the negative effects that the driven front wheels have on the steering. The solution enables the RS to deploy its power while retaining its poise and controllability. It also negates the need for an all-wheel-drive transmission, saving significant amounts of weight in the process. RS Fords have never been shrinking violets from a styling perspective. Fierce bodykits and super-sized rear wings big enough to hold a board meeting around have long been the order of the day where these fastest of Fords are concerned. The Focus RS continues that theme in its own muscle-bound style, confirming beyond doubt that this is not your normal Ford Focus. The front end is dominated by the huge angry intake carved into the valance.This, the grille and the slits below the headlamps are all filled with black honeycombed mesh. The bonnet features louvered air intakes, there are more honeycomb vents behind the front wheelaches and the back sports a roof-mounted spoiler with a diffuser under the car from which the chrome exhausts pipes sprout. The car’s planted stance is achieved through its low skirts and a track that’s 40mm wider than a standard Focus. Of course, beneath the surface, the changes to the Focus RS are even more far reaching. The springs and dampers have been completely revised and a more substantial anti-roll bar is fitted. The braking system features 336mm front discs and 300mm items at the rear to bring all that power under control. Inside, the driver and front passenger are clamped into extreme-looking Recaro sports seats while the RS badging crops up on every available surface including the specially-designed three-spoke steering wheel. The whole cabin is highlighted in brushed aluminium and carbon fibre-effect finishes while three additional gauges from the ST model, including one for turbo pressure, sit atop the dash. Saving weight has been a central focus of the Focus RS and Ford aren’t about to ruin all their hard work by offering a vast array of hefty optional extras. The car will be offered as a three-door only and equipped with a six-speed manual gearbox. The exclusive 19" alloy wheels are standard fit and all models get an ESP stability control system that has been configured especially for the car. The system can be disengaged completely by drivers wanting to fully explore the handling of the RS but while activated, it still allows a large degree of slippage before intervening and that should be more than enough for most drivers away from the race track. You don’t buy a car like the Focus RS and expect to get away lightly in terms of running costs. Drive the car as Ford’s RS engineers intended and both fuel economy and emissions will be subjects that you’ll be keen to avoid while regaling friends about the car’s awesome capabilities. Insurance too is unlikely to be a picnic but you have to put things in context of 300bhp performance hatchbacks and in this company the lightweight Focus RS won’t be the biggest drain on its owner’s resources. Ford has jealously guarded its RS performance brand down the years, to the point where the public knows that any car bearing the famous moniker is going to be supremely capable. The Focus RS is unquestionably pushing the limits of just how much power it’s possible to put in a front wheel drive car but far from simply banging in a massively powerful engine and hoping for the best, Ford has comprehensively revised the front suspension to cope. The 296bhp Focus RS looks a thoroughly engineered product but we never really expected anything less. The Focus RS is a giant leap away from the 1.6-litre shopping hatches at the opposite end of the Focus range. Designed to sate the enthusiast who deems mere hot hatchbacks to be too slow, the car pushes Ford into an area of the performance car market where front-wheel-drive models rarely tread. Of course, if the Focus RS can do what it says on the tin, it’s going to look like a huge bargain in that esteemed company and some big fast car brands are going to have some serious thinking to do.

Facts At A Glance CAR: Ford Focus RS PRICE: £25,000 - on the road [est] INSURANCE GROUP: 20 [est] CO2 EMISSIONS: 250g/km [est] PERFORMANCE: Max Speed 165mph / 0-60mph 5.8s [est] FUEL CONSUMPTION: (average) 22mpg [est] STANDARD SAFETY FEATURES: Twin front airbags, ABS with brake assist, ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4342/1840/1447 [est]

AIR APPARENT The Ford Focus Coupe Cabriolet is the perfect folding tin top for those who don’t fancy a French car and can’t run to a premium German badge. Andy Enright reports

One of the biggest growth sectors in the car market over the past few years has been that of affordable coupe-cabriolets. Time was when you had to buy French but there’s now a bigger choice and the very best drive of the lot is this Ford Focus Coupe-Cabriolet. Even in the latest facelifted form, it’s no great looker though and that could be key for some.

There no getting away from the fact. As a nation we have gone ga-ga over small cars with folding hard tops. If statistics are to be believed, we’ve already bought more drop top cars than France, Italy and Spain combined, notwithstanding our decidedly aqueous climate, and now that manufacturers can factor in the additional safety and security of a metal roof, there’s no stopping us. Perhaps we should pause for a moment and ask ourselves what convertibles are really all about. It’s the wind in the hair and, yes, looking good, which is why it’s all the more perplexing that most compact folding hard top cars look about as sexy as mini-skip. Enter Ford’s latest Focus Coupe-Cabriolet. From some angles it’s a stunner, from others it looks as if it has, to coin a phrase, a bit too much junk in the trunk. Still, no car is perfect and the Focus counters with a sharper driving experience than any of its direct rivals can serve up. Buy the 1.6-litre version of the Focus Coupe Cabriolet and it’s hard to escape the nagging suspicion that you’ve not bought a whole lot of engine, the lion’s share of your money having gone on the basics and that fancy folding tin top. Things get a little more satisfying if you’re prepared to dig a little deeper and get the 2.0-litre petrol model. This engine feels as if it’s made for the Coupe-Cabriolet. Dragging around a hefty welter of electric motors isn’t child’s play and the 143bhp 2.0-litre will punch the car to 60mph in 10.2 seconds. Coincidentally this is exactly the same time as the 2.0-litre TDCi diesel manages but Ford rather greedily wants another £1,500 model for model for the oil burner. Most will stick with this petrol option. A top speed of 129mph may be academic to some but it’s indicative of just how much the Focus has in reserve when cruising at typical UK motorway speeds. Suffice to say, you’re not flogging the car’s guts out to keep pace.

"If you like the way the Ford Focus Coupe-Cabriolet looks, then there aren’t too many reasons to look elsewhere…."

Like all Ford Focus models, the multilink rear suspension is set up to handle the worst you can throw at it, although the springs and dampers on the Coupe-Cabriolet have been tuned to offer a more supple ride than the surprisingly well focused hatch. The electrically-assisted steering system is one of the better examples of its ilk, although owners of Mk1 Focuses will still probably mutter about how good the original was before realising they sound like their fathers. In the early days, most coupe cabriolet models looked rather ungainly, with huge distended rears that would open up like something from a Bond movie and then swallow the hood mechanism whole. That’s no longer acceptable. Nor is having a car that features next to no luggage space. That sort of thing is all rather 2001 and the Focus Coupe-Cabriolet counters with 500-litres of room when the hood is up, although this does drop when the folding roof cartridge is in place. A full four-seater, the Focus Coupe-Cabriolet may not be the answer to the family motorist’s prayers but it’s a lot more practical than its fun-loving agenda may suggest. Benefiting from Ford’s ‘kinetic design’ approach to styling, the latest Focus CC has been smartened up around the front end. Trapezoidal grilles, swept back headlamps and bolder wheel arches are the key changes. Inside, the more upmarket aura continues. Nicer soft-touch plastics now cover the instrument panel as well as the upper front door trim and this is complemented by plusher seat fabrics plus a variety of more attractive fascia finishings. The two-piece electrically-operated hard-top roof operates at the touch of a button and takes just 29 seconds, with no catches, latches or levers needing to be manhandled. Once the roof is stowed in the boot, the Focus Coupe-Cabriolet’s lines are a good deal more elegant, with a classic rising waistline and a clean rear deck. Inside, the car’s dashboard layout follows the style of other Focus models, but with a different colour scheme developed to distinguish it as a flagship. Prices range between £17,495 and £21,495. There are three trim levels on offer and the names are fairly self explantory: CC-1 (only offered with the 1.6-litre engine), CC-2 and CC-3. All feature alloy wheels, an embossed chrome Focus logo at the rear, four-seats with sculptured rear bench, a range of unique colours, electronically-operated and heated door mirrors with side turn indicators, Thatcham Cat 1 alarm, CD stereo and air-conditioning. Go for the CC-2 models and you can expect 17in alloy wheels, three-spoke leather steering wheel, Sony MP3 player and Ford’s excellent Quickclear windscreen defroster. Opt for the CC-3 and you’ll also get leather seats, cruise control, a Sony six-CD system and automatic lights/wipers/mirror. Safety of course is paramount in a car like this and Ford’s new Rollover Protection Device (RPD) plays a vital role in increasing the Coupé-Cabriolet's passive safety performance. In addition to standard front and side airbags, the RPD is designed to help protect passengers in the event of a vehicle rollover. If the system detects an imminent roll, two safety roll-bars "fire" and extend out by up by 20cm to provide a supportive safety strut along with the ultra-strong windscreen pillars to protect the car's occupants. ESP stability control is also standard. The 2.0-litre petrol model is, for the time being at least, the Focus Coupe-Cabriolet model in biggest demand from new, but that doesn’t always translate into top notch residual values. In fact, it’s pipped by the 1.6-litre entry level car in this regard but does better than the 2.0-litre diesel. Expect this car to retain around 47 per cent of its new price after three years. That’s still an extremely strong showing from a car that wears a mainstream badge. By way of comparison, a 2.0-litre Focus hatchback will retain around 35 per cent and again, the diesel versions actually perform worse in terms of depreciation. Fuel economy is reasonable at 37.7mpg for the 2.0-litre petrol car, rising to 39.8mpg for the 1.6-litre petrol and 47.9mpg for the diesels. Unless your daily commute takes you to Istanbul and back, the 2.0-litre petrol looks the best bet as it’s unlikely that you’d recoup the additional expense in fuel savings offered by the diesel and the Focus 1.6-litre is only marginally better on fuel despite being a good deal slower. If you like the way the Ford Focus Coupe-Cabriolet looks, and there are many that don’t care for its rather distended bottom, then there aren’t too many substantive reasons why you should look elsewhere. Narrowing down the best buy in the range is also a fairly simple procedure. It’s the CC-2 version with the 2.0-litre petrol model. It drives sharply, is respectable value for money and won’t cost an arm and a leg to run. The issue that I find unsettling about the Focus Coupe-Cabriolet is that its key asset, namely its sparkling handling, is an attribute that tends to be largely wasted on buyers of this sort of car. Far higher up in the motivation hierarchy are factors such as what this vehicle says about them and how pretty it is. Those are thornier quandaries. When all is said and done, this is a Ford Focus, that most ubiquitous of cars, and it’s not the most cohesively proportioned one at that. Although keenly priced and well engineered, the Focus Coupe-Cabriolet isn’t going to dominate its market sector in quite the same way its hatchback sibling has.

Facts At A Glance CAR: Ford Focus Coupe-Cabriolet range PRICES: £17,495-£21,495 - on the road INSURANCE GROUPS: 8-11 CO2 EMISSIONS: 156-179g/km PERFORMANCE: (2.0 petrol) Max Speed 129mph / 0-60mph 10.2s FUEL CONSUMPTION: (2.0 petrol) (combined) 37.7mpg STANDARD SAFETY FEATURES: Twin front airbags, ABS with brake assist WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4509/1834/1448

OPEN SEASON ON DIESEL Diesel cars with open roofs are a relatively new phenomenon. Andy Enright assesses the Ford Focus Coupe-Cabriolet 2.0 TDCI’s place in the emerging hierarchy

The diesel engine has been around for a long time but it’s only been in the last handful of years that technology has progressed to such an extent that you could conceivably fit one to a drop-top car. Diesels used to be agricultural, smelly and noisy and to drive around without the protection of a roof would have given any driver an insight into what it must have been like to be a stoker on the flying Scotsman. Much has changed in recent years and the development of smooth, refined common-rail diesel engines has meant that open top driving while your car squashes its heavy oil is not just possible but increasingly desirable. Ford has pitched in with their contender in this rapidly expanding market with the Focus Coupe-Cabriolet 2.0 TDCI and it’s a belter.

As well as having a diesel engine, the Focus Coupe-Cabriolet also has another feature that’s mushroomed in popularity – the folding hard top roof. Making this a vehicle that reflects the current leisure-oriented fashion for those with a bit of disposable income. Prices start at £19,287 for the CC-2 model and top out at £20,287 for the CC-3 variant, so it’s not pocket money change but rest assured that this model will be in demand for quite some time yet, thus plumping up residual values nicely, in turn driving down the cost of a typical three to four year ownership tenure. The 2.0-litre diesel engine is good for 136bhp and is acceptably refined. There are smoother diesel units out there in this class but few that offer this sort of response and broad spread of torque. It’s almost as if you’ve got a big, unstressed petrol under the bonnet so lazy and muscular is the pick up. In this way, it’s not wholly unlike the old Ford 3.0-litre Essex engine, a unit that, coincidentally, also made 136bhp. Even with the roof of the Focus Coupe-Cabriolet safely tucked away in its chunky rump, there’s little in the way of engine din, the wind and tyre noise being a good deal more voluble. Even these sounds aren’t overly intrusive though and 70mph cruising with the roof down isn’t going to leave you feeling as if you’ve been twelve rounds with Amir Khan.

"The 2.0-litre diesel engine offers fuel economy figures that read like a misprint. In a good way of course"

The bald figures make respectable reading. The Duratorq diesel is by far the most impressive powerplant in the line up and makes sixty from rest in 10.3s on the way to 128mph and a combined fuel figure of nearly 50mpg. Backed up by a six-speed gearshift, it develops more torque than a Porsche Boxster S. This means that as long as you keep the needle in the sweet spot around 2,000rpm, you’ll have plenty of acceleration in reserve whether it’s just you at the wheel or even if the car is fully stacked. That fuel economy figure means that you won’t begrudge using that torque at will either, making this Focus a very effective cross country mover. Hood up or down, the Focus Coupe-Cabriolet is a neat piece of styling. In the early days, most folding metal top coupe cabriolet models looked rather ungainly, with huge distended rears that would open up like something from a Bond movie and then swallow the hood mechanism whole. While they undoubtedly provided good pavement theatre, they weren’t what you’d call conventionally good looking. Still, the benefits of added safety and security married to the fun of a convertible overcame their aesthetic shortcomings and the market for this sort of car has exploded. While early adopters like Peugeot’s 307CC and Renault’s Megane CC made hay, it took other manufacturers such as Vauxhall (with their Astra TwinTop) and Volkswagen (with their Eos) a little longer to join the fray. Ford have played a particularly patient waiting game and the Focus Coupe-Cabriolet has, as a result, to adhere to a tougher set of customer demands. The two-piece electrically-operated hard top roof operates at the touch of a button and takes just 29 seconds, with no catches, latches or levers needing to be manhandled. Once stowed in the boot, the Focus Coupe-Cabriolet’s lines are a good deal more elegant, with a classic rising waistline and clean rear deck. Ford turned to Italian styling house Pininfarina to create this model and you can’t really argue with the finished result, even if it is severely toned down from the striking Vignale concept car paraded at the Paris Motorshow in 2004. The specially styled rear end is characterised by unique tail lights linked by a chrome strip bearing an embossed Focus logo to give the new model what Ford hopes is ‘a premium feel’. This is further enhanced by a redesigned front bumper shape and ‘distinctive’ wheel arches. Inside, the car’s dashboard layout follows the style of other Focus models, but with a different colour scheme developed to distinguish it as a flagship. Two different colour schemes are offered: dark, sporty Ebony/Flint, and the warm, elegant Iris/Camel. Both CC-2 and CC-3 trim levels come with alloy wheels, electronically operated and heated door mirrors, a Thatcham 1 Cat alarm, a CD player and air conditioning. The CC-3 adds leather seats 17-inch Vignale alloys, a six-CD Sony stereo, cruise control, auto lights/wipers/mirrors plus chrome trim oin the fog lights and grille surround. Safety of course is paramount in a car like this and Ford’s new Rollover Protection Device (RPD) plays a vital role in increasing the Coupe-Cabriolet's passive safety performance. In addition to standard front and side airbags, the RPD is designed to help protect passengers in the event of a vehicle rollover. If the system detects an imminent roll, two safety roll-bars "fire" and extend out by up by 20cm to provide a supportive safety strut along with the ultra-strong windscreen pillars to protect the car's occupants. The Focus Coupe-Cabriolet looks set to mow down many of its erstwhile rivals in the hurly-burly of becoming the biggest selling drop top car in the UK and this 2.0-litre diesel model is going to account for a hefty slug of those sales. It’s a very rounded car and it’ll appeal to a wide range of potential customers.

Facts At A Glance CAR: Ford Focus Coupe-Cabriolet 2.0 TDCi PRICES: £19,287-£20,287 - on the road INSURANCE GROUP: 11 CO2 EMISSIONS: 156g/km PERFORMANCE: Max Speed 128mph / 0-60mph 10.3s FUEL CONSUMPTION: (combined) 47.9mpg STANDARD SAFETY FEATURES: Twin front airbags, ABS with brake assist WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4509/1834/1448

THE DAY TO OWN A 500 The Focus ST500 commemorates one of the finest days in Ford’s motorsport history. It’s also a highly capable performance hatch in the here and now. Steve Walker reports.

In 1966, the Circuit de la Sarthe erupted with American pride as the Le Mans 24hr ended with three Fords on the podium. In the closest ever running of the world famous endurance race, the Ford GT40 of New Zealanders Bruce McLaren and Chris Amon was involved in a photo finish with the Ford GT40 of Britain’s Ken Miles and New Zealand’s Denis Hulme. The McLaren/Amon car was declared the winner after it started the race a few places behind its rival on the grid and so covered the greater distance in the allotted time. The winning car on this illustrious day for Ford motorsport featured distinctive black bodywork with silver stripes, livery that is reprised today by the Ford Focus ST500.

The ST500 is a swansong for the original shape Ford Focus ST performance hatchback. When this car was announced, a facelifted version of the Focus had already been unveiled so an ST version sporting those revisions was inevitable. In that respect then, the ST500 represents that last of its particular kind but this Focus ST isn’t a bad kind to be the last of. With just 500 models being produced, the ST500 offers extra exclusivity over normal ST models and the £20,495 asking price gives it a fierce competitive edge to match its hostile performance. At around £20,500, the ST500 doesn’t immediately strike you as a nailed down bargain. The car, however, isn’t based on the standard ST model that can be yours for under £19,000, it gets its specification straight from the range-topping ST-3 derivative. That car starts at £20,595 and not only gets items like the ST’s 18" alloy wheels and sports bodykit, it has the ST-2’s Sony CD stereo, Quickclear windscreen and bi-xenon headlamps. To that little lot, it adds a 6 CD autochanger and full leather heated Recaro sports seats.

"The Focus ST has always been one of the more extrovert hot hatchbacks"

It’s a well-specified car but the ST500 goes further. Not only do buyers get that evocative black paintwork with silver bonnet and roof stripes, they’re also on the receiving end of scarlet red leather for their Recaro sports seats. It all goes to make the ST500 quite an eye-catcher and while the racy colour schemes won’t be to everyone’s taste, they certainly help the car stand out. The GT40s that secured Ford’s 1-2-3 triumph at Le Mans were running 7.0-litre V8 engines but the ST500 employs a more reasonable 2.5-litre turbocharged unit. It might lack the V8 thunder but there’s character there and, by hot hatchback standards, quite a bit of performance. The 222bhp peak power output is achieved at 6,100rpm but there’s real fun in getting there. The 5-cylinder engine feels seriously muscular from low in the rev range thanks to the 320Nm maximum torque being available at just 1,600rpm. It’s a hot hatch that flatters the average driver and rewards those with a few more tools in their locker. So many seriously powerful GTi hatches feel as if they have a little too much power but the chassis of the Focus is so talented and the engine so tractable that it always feels a class act. Having clocked up quite a few miles in the Focus RS, I was initially worried that the ST would be a little soft in the belly. Over the first couple of miles I wasn’t feeling much love for the steering, the electrically assisted system offering too much help. I then discovered that it’s possible, via the car’s computer, to change the weighting. I was on a Comfort setting. Notch it up to Sport, grab the thick-rimmed wheel and you’ve got a car that loves to be thrown at corners. Catch it off guard and the car can feel slightly nose heavy, that five-cylinder 222bhp turbo engine being quite a hunk of metalwork, but traction is so good that when you get it right, the Focus just slingshots out of a bend with no drama, very little in the way of torque steer and one of the most infectious engine notes around. Despite offering a broadly similar turbocharged power output to the original Focus RS and having drive directed to the front wheels like the Focus RS, Ford insiders claim the latest ST will demolish the RS’s time around the Nurburgring by a full twelve seconds, courtesy of its superior cornering ability and improved torque. I can believe it. The sprint to 60mph takes just over six seconds and a top speed in the region of 150mph will be more than adequate. Wet traction off the line isn’t the greatest but lateral grip is superb. Underneath all the sporty paraphernalia on the ST500, you’ve got one of the market’s finest hot hatchbacks and this helps make the ST a pleasantly easy car to live with day to day. The rear bench is moulded into two separate berths so carrying three in the rear isn’t really an option but space is far from stingy even with the bulky Recaro seats installed. The boot too is a bit of a whopper with its utility maximised by the folding rear seat backs. You could certainly get away with the Focus as a family car, assuming you can live with its less than parsimonious approach to fuel consumption. There’s bound to be a drawback to all that performance and engaging handling but 30mpg will be tough for some buyers to bear and you’ll be lucky to achieve that if you drive like the ST500 constantly encourages you to. The Ford Focus ST500 is the swansong for one of the finest hot hatchbacks we’ve seen. The facelifted Focus ST will be largely the same with a smarter set of clothes but the ST500 represents your last chance to own the car in its original form. The Focus ST has always been one of the more extrovert hot hatchbacks and the ST500 doesn’t shy away from this. The aggressive looks won’t be to everyone’s taste and neither will the running costs but buyers will get a high quality performance hatch with a little bit of history thrown in.

Facts At A Glance CAR: Ford Focus ST PRICE: £20,495 - on the road INSURANCE GROUP: 17 CO2 EMISSIONS: 224g/km PERFORMANCE: Max Speed 150mph / 0-60mph 6.1s FUEL CONSUMPTION: (combined) 30mpg STANDARD SAFETY FEATURES: Twin front airbags, ABS with brake assist WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4342/1840/1447

THE ITALIAN JOB When Ford needed a sleek Coupe-Cabriolet version of their Focus, who better to turn to than renowned Italian design studio, Pininfarina? Andy Enright reports…

Although Ford aren’t going to score any points for leading the way with the Focus Coupe-Cabriolet, they might well win some plaudits for doing a very thorough job in developing their take on the folding tin top theme. After all, we can’t accuse them of rushing into this market sector feet first. It’s been more than six years since Peugeot launched the 206CC and in that time customers have come to expect quite a bit from a car that claims to offer both the sleekness of a coupe and the open air pizzazz of a drop top.

Cohesive styling is a must. In the early days, most coupe cabriolet models looked rather ungainly, with huge distended rears that would open up like something from a Bond movie and then swallow the hood mechanism whole. While they undoubtedly provided good pavement theatre, they weren’t what you’d call conventionally good looking. Still, the benefits of added safety and security married to the fun of a convertible overcame their aesthetic shortcomings and the market for this sort of car has exploded. Whereas rivals such as Peugeot and Renault made hay, it took other manufacturers such as Vauxhall and Nissan a little longer to join the fray. Ford have played a particularly patient waiting game and the Focus has, as a result, to adhere to a tougher set of customer demands. For instance, it’s now no longer acceptable to have a car that features next to no luggage space. That sort of thing is all rather 2001 and the Focus Coupe-Cabriolet counters with 500-litres of room when the hood is up, although this does drop when the folding roof cartridge is in place. A full four-seater, the Focus Coupe-Cabriolet may not be the answer to the family motorist’s prayers but it’s a lot more practical than its fun-loving agenda may suggest.

"Expect this Focus to become the biggest selling convertible car in Britain"

The two-piece electrically-operated hard top roof operates at the touch of a button and takes just 29 seconds, with no catches, latches or levers needing to be manhandled. Once stowed in the boot, the Focus Coupe-Cabriolet’s lines are a good deal more elegant, with a classic rising waistline and clean rear deck. Ford turned to Italian styling house Pininfarina to create this model and you can’t really argue with the finished result, even if it is severely toned down from the striking Vignale concept car paraded at the Paris Motorshow in 2004. The specially styled rear end is characterised by unique tail lights linked by a chrome strip bearing an embossed Focus logo to give the new model what Ford hopes is ‘a premium feel’. This is further enhanced by a redesigned front bumper shape and ‘distinctive’ wheel arches. Inside, the car’s dashboard layout follows the style of other Focus models, but with a different colour scheme developed to distinguish it as a flagship. Two different colour schemes are offered: dark, sporty Ebony/Flint, and the warm, elegant Iris/Camel. There are three trim levels on offer – CC-1, CC-2 and CC-3 – but all come with alloy wheels, electronically operated and heated door mirrors, a Thatcham 1 Cat alarm, a CD player and air conditioning. Three engines are offered from launch and prices start from £16,822. The entry-level unit is the 100bhp 1.6-litre Duratec, while those looking for a punchier petrol engine will tick the box for the 144bhp 2.0-litre Duratec unit. The 1.6-litre petrol unit provides 0-62mph acceleration in 13.6sec, a top speed of 114mph and a combined fuel consumption figure of 39.8mpg. Go for the 2.0-litre and you can expect a 0-62mph time of 10.3sec, a top speed of 130mph and combined fuel consumption of 37.6mpg. Probably the most impressive powerplant in the line up however, is the 135bhp 2.0-litre Duratorq TDCi diesel which makes sixty from rest in 10.3s on the way to 128mph and a combined fuel figure of nearly 50mpg. The main thing however, is that this unit is quiet. Indeed, it’s a measure of Ford’s confidence in the refinement of this engine that they can put it into an open car. The Focus has established a reputation as one of – if not the - the best handling cars in its class and although the Coupe-Cabriolet is being touted as a Grand Tourer rather than a pure sports roadster, it shares the same brilliant and infinitely tuneable suspension. It also features the electrically-assisted steering that’s one of the best systems of its type and the expertise of thousands of hours of Focus research and development. Safety of course is paramount in a car like this and Ford’s new Rollover Protection Device (RPD) plays a vital role in increasing the Coupé-Cabriolet's passive safety performance. In addition to standard front and side airbags, the RPD is designed to help protect passengers in the event of a vehicle rollover. If the system detects an imminent roll, two safety roll-bars "fire" and extend out by up by 20cm to provide a supportive safety strut along with the ultra-strong windscreen pillars to protect the car's occupants. There are advantages to turning up late for any party and in this case, Ford has learned from the mistakes committed by others in this sector and not repeated them. As a result, despite tough competition from cars like Vauxhall’s Astra TwinTop, Volkswaqen’s Eos, Peugeot’s 307CC and Renault’s Megane CC, only a fool would bet against this Focus becoming the biggest selling vehicle of its type across Europe. In fact, one suspects it’ll break quite a few records in its lifetime.

Facts At A Glance CAR: Ford Focus Coupe-Cabriolet range PRICES: £16,822-£20,287 - on the road INSURANCE GROUPS: 8-11 CO2 EMISSIONS: 156-179g/km PERFORMANCE: [2.0 TDCi] Max Speed 128mph / 0-60mph 10.3s FUEL CONSUMPTION: [2.0 TDCi] (combined) 47.9mpg STANDARD SAFETY FEATURES: Twin front airbags, ABS with brake assist WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4509/1834/1448

AN OPEN AND SHUT CASE? Until now, there’s always been a reason to dislike one or other of the affordable coupe-cabriolets but with the Ford Focus Coupe-Cabriolet, the objections start to vanish. Andy Enright takes a look at the 1.6-litre model.

The Ford Focus Coupe Cabriolet might score well on many criteria but when it comes to originality, it’s awarded a big, fat zero. Ford accepts this and has paid the price in opportunity cost for the sake of bringing a very well-developed car to market. While the likes of Peugeot and Renault had their snouts firmly in the trough, Ford was quietly going about developing a model that would knock them into the next semaine.

That was the theory in any case. As it stands, the French aren’t taking the threat to their hegemony laying down and have responded with slashed prices and increased equipment counts, so it’s really a case of paying your money and making your choice. The inherently right fundamentals of the Focus will still swing it for many customers, despite the fact that many will see Vauxhall’s Astra TwinTop as arguably the prettier car. What needs to be made clear from the outset is that at Focus CC entry-level, you’re not buying a whole lot of engine. The lion’s share of your money has gone on the basics and that fancy folding tin top. Pay more and you’ll get more in terms of brake horsepower but if you want to occupy rung one on the Focus Coupe-Cabriolet ladder, you’ll need to manage your expectations and make do with 100bhp. The Duratec 1.6-litre unit is a sweet-revving engine but it’s not heavy on torque, which means that you’ll have to prod it and use the gearbox if you’re to make respectable progress. Ford quotes a 0-60 time of 13.3 seconds and a top speed of 114mph, which is reasonable if not rapid. Like all Ford Focuses, the multilink rear suspension is set up to handle the worst you can throw at it, although the springs and dampers on the Coupe-Cabriolet have been tuned to offer a more supple ride than the surprisingly, well, focused hatch. The electrically-assisted steering system is one of the better examples of its ilk, although owners of Mk1 Focuses will still probably mutter about how good the original was before realising they sound like their fathers.

"Even if the Ford drove like a bag of nails it would still bag a bunch of orders."

In the early days, most coupe cabriolet models looked rather ungainly, with huge distended rears that would open up like something from a Bond movie and then swallow the hood mechanism whole. That’s no longer acceptable. Nor is having a car that features next to no luggage space. That sort of thing is all rather 2001 and the Focus Coupe-Cabriolet counters with 500-litres of room when the hood is up, although this does drop when the folding roof cartridge is in place. A full four-seater, the Focus Coupe-Cabriolet may not be the answer to the family motorist’s prayers but it’s a lot more practical than its fun-loving agenda may suggest. The two-piece electrically-operated hard-top roof operates at the touch of a button and takes just 29 seconds, with no catches, latches or levers needing to be manhandled. Once the roof is stowed in the boot, the Focus Coupe-Cabriolet’s lines are a good deal more elegant, with a classic rising waistline and a clean rear deck. Inside, the car’s dashboard layout follows the style of other Focus models, but with a different colour scheme developed to distinguish it as a flagship. Two different colour schemes are offered: dark, sporty Ebony/Flint, and the warm, elegant Iris/Camel. Although it at first appears that there are three trim levels on offer – CC-1, CC-2 and CC-3 – the 1,6-litre engine is only offered with the entry-level CC-1 trim. This features alloy wheels, an embossed chrome Focus logo at the rear, four-seats with sculptured rear bench, a range of unique colours (including Acqua metallic – previously known as Vignale Blue), electronically-operated and heated door mirrors with side turn indicators, Thatcham Cat 1 alarm, CD stereo and air-conditioning. That lot is yours for £16,822. If you’re wondering, the next model up the hierarchy is the £17,822 2.0-litre CC-2. Safety of course is paramount in a car like this and Ford’s new Rollover Protection Device (RPD) plays a vital role in increasing the Coupé-Cabriolet's passive safety performance. In addition to standard front and side airbags, the RPD is designed to help protect passengers in the event of a vehicle rollover. If the system detects an imminent roll, two safety roll-bars "fire" and extend out by up by 20cm to provide a supportive safety strut along with the ultra-strong windscreen pillars to protect the car's occupants. With strong demand, residual vales look to be firm and the 1.6-litre entry model is the best performer of the range, holding on to 48 per cent of its value after three years. That’s a couple of percentage points better than the Renault Megane CC, although still not in the league of the entry-level Peugeot 307CC. The Ford hits back with Group 8 insurance which will really bring the Focus Coupe-Cabriolet within the reach of the younger driver looking for his or her first smart car. Fuel economy is relatively good at 36.9mpg, and if you’re looking to keep a lid on costs, this 1.6-litre Focus CC-1 is certainly the model to opt for, the slightly more fuel efficient diesel Focus CC-2 costing around £2,500 more. Unless your daily commute takes you to Istanbul and back, it’s unlikely that you’d ever recoup the additional expense in fuel savings. Where the Ford scores is in offering better economy figures than not only the Peugeot 307 and the Renault Megane CC but also the Astra TwinTop, probably the Focus CC’s closest rival. The key question when considering the Ford Focus Coupe Cabriolet 1.6 CC-1 is what else does your £16,795 buy. It won’t get you the entry-level Vauxhall Astra TwinTop, nor will it be enough to put the most basic Renault Megane Coupe-Cabriolet or Peugeot 307CC in the garage. You’d still be thousands of pounds shy of a Volkswagen Eos or a Volvo C70. This fact alone will be enough to net Ford a big slew of conquest sales. Even if the Ford drove like a bag of nails it would still bag a bunch of orders. The fact that it’s possibly the best handling model in its class and is also very well-equipped for an entry-level car serves it well. It’s also reasonably good looking, if a little J-Lo in the posterior dimension. In bringing a modern, well-engineered folding tin top to market for such a modest price, Ford should be applauded. It’s right on the money.

Facts At A Glance CAR: Ford Focus 1.6-litre CC-1 PRICE: £16,822 – on the road INSURANCE GROUP: 8 CO2 EMISSIONS: 169g/km PERFORMANCE: Max Speed 114mph / 0-60mph 13.3s FUEL CONSUMPTION: (combined) 36.9mpg STANDARD SAFETY FEATURES: Twin front airbags, ABS with brake assist WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4342/1840/1420

FORD’S FINEST FLIP TOP Although the novelty of a folding hard top may well have worn off some time ago, Ford’s Focus Coupe-Cabriolet 2.0-litre remains an appealing choice. Andy Enright reports

Can we level for a moment? Really get down to the crux of the matter? There’s something about cars with folding hard tops that I have a little trouble coming to terms with. Given that a convertible car is all about looking good and feeling good, why is it that the market is populated with quite so many cars that are, shall we say, aesthetically challenged? I can understand the appeal of folding metal drop-tops like the Volkswagen Eos or the BMW 3 Series Convertible because they look the part. The Peugeot 307CC and the Nissan Micra C+C I have a little more of an issue with.

Halfway between the two sits the Ford Focus Coupe-Cabriolet. From some angles it’s a stunner, from others it looks as if it has, to coin a phrase, a bit too much junk in the trunk. Still, no car is perfect and the Focus counters with a sharper driving experience than any of its direct rivals can serve up. Buy the 1.6-litre version of the Focus Coupe Cabriolet and it’s hard to escape the nagging suspicion that you’ve not bought a whole lot of engine, the lion’s share of your money having gone on the basics and that fancy folding tin top. Things get a little more satisfying if you’re prepared to dig a little deeper and get the 2.0-litre petrol model we look at here. This engine feels as if it’s made for the Coupe-Cabriolet. Dragging around a hefty welter of electric motors isn’t child’s play and the 143bhp 2.0-litre will punch the car to 60mph in 10.2 seconds. Coincidentally, this is exactly the same time as the 2.0-litre TDCi diesel manages but Ford rather greedily wants another £1,500 model for model for the oil burner. Most will stick with this petrol option. A top speed of 129mph may be academic to some but it’s indicative of just how much the Focus has in reserve when cruising at typical UK motorway speeds. Suffice to say, you’re not flogging the car’s guts out to keep pace. Like all Ford Focus models, the multilink rear suspension is set up to handle the worst you can throw at it, although the springs and dampers on the Coupe-Cabriolet have been tuned to offer a more supple ride than the surprisingly well focused hatch. The electrically-assisted steering system is one of the better examples of its ilk, although owners of Mk1 Focuses will still probably mutter about how good the original was before realising they sound like their fathers.

"This engine feels as if it’s made for the Focus Coupe-Cabriolet…."

In the early days, most coupe cabriolet models looked rather ungainly, with huge distended rears that would open up like something from a Bond movie and then swallow the hood mechanism whole. That’s no longer acceptable. Nor is having a car that features next to no luggage space. That sort of thing is all rather 2001 and the Focus Coupe-Cabriolet counters with 500-litres of room when the hood is up, although this does drop when the folding roof cartridge is in place. A full four-seater, the Focus Coupe-Cabriolet may not be the answer to the family motorist’s prayers but it’s a lot more practical than its fun-loving agenda may suggest. The two-piece electrically-operated hard-top roof operates at the touch of a button and takes just 29 seconds, with no catches, latches or levers needing to be manhandled. Once the roof is stowed in the boot, the Focus Coupe-Cabriolet’s lines are a good deal more elegant, with a classic rising waistline and a clean rear deck. Inside, the car’s dashboard layout follows the style of other Focus models, but with a different colour scheme developed to distinguish it as a flagship. Two different colour schemes are offered: dark, sporty Ebony/Flint, and the warm, elegant Iris/Camel. There are two trim levels on offer with this engine – CC-2 and CC-3. Even the CC-2 comes with 17in 10-spoke 'Vignale style' alloy wheels, three-spoke leather steering wheel, Sony MP3 player and Ford’s excellent Quickclear windscreen defroster. Opt for the CC-3 and you’ll also get leather seats, cruise control, a Sony six-CD system, auto lights/wipers/mirror as well as a chrome detailed front fog lights and grille surround. Prices start at £17,822 for the CC-2 and you’ll need to tack another £1,000 onto that for the CC-3. Safety of course is paramount in a car like this and Ford’s new Rollover Protection Device (RPD) plays a vital role in increasing the Coupé-Cabriolet's passive safety performance. In addition to standard front and side airbags, the RPD is designed to help protect passengers in the event of a vehicle rollover. If the system detects an imminent roll, two safety roll-bars "fire" and extend out by up by 20cm to provide a supportive safety strut along with the ultra-strong windscreen pillars to protect the car's occupants. The 2.0-litre petrol model is, for the time being at least, the Focus Coupe-Cabriolet model in biggest demand from new, but that doesn’t always translate into top notch residual values. In fact it’s pipped by the 1.6-litre entry level car in this regard but does better than the 2.0-litre diesel. Expect this car to retain around 47 per cent of its new price after three years. That’s still an extremely strong showing from a car that wears a mainstream badge. By way of comparison, a 2.0-litre Focus hatchback will retain around 35 per cent. The folding tin top Focus performs a couple of percentage points better than the Renault Megane CC, although, bizarrely, still not in the league of the Peugeot 307CC. The Ford’s Group 11 insurance rating is about par for the course with this class of car. Fuel economy is reasonable at 37.7mpg. Unless your daily commute takes you to Istanbul and back, it’s unlikely that you’d ever recoup the additional expense in fuel savings offered by the diesel and the Focus 1.6-litre is only marginally better on fuel despite being a good deal slower. If you want a Ford Focus Coupe-Cabriolet, the CC-2 version of this 2.0-litre petrol model is the car I’d recommend. It drives sharply, is respectable value for money and won’t cost an arm and a leg to run. Perhaps a bigger question might well be why you would want a Ford Focus Coupe Cabriolet in the first instance. It’s easy to see why you would plump for the hatch. It’s super practical and is great to drive. The issue here is that coupe-cabrio owners often place practicality and performance at the bottom of their priority lists. Far higher up in the motivation hierarchy are factors such as what this vehicle says about them and how pretty it is. Those are thornier quandaries. When all is said and done, this is a Ford Focus, that most ubiquitous of cars, and it’s not the most cohesively proportioned one at that. Although well priced and keenly engineered, I think the Focus Coupe-Cabriolet may not quite make the numbers Ford is hoping.

Facts At A Glance CAR: Ford Focus Coupe-Cabriolet 2.0 range PRICES: £17,822-£18,822 - on the road INSURANCE GROUP: 11 CO2 EMISSIONS: 179g/km PERFORMANCE: Max Speed 129mph / 0-60mph 10.2s FUEL CONSUMPTION: (combined) 37.7mpg STANDARD SAFETY FEATURES: Twin front airbags, ABS with brake assist WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4509/1834/1448

DRAG STRIPPED Who needs advanced powertrain technology when you’ve got some spoilers and skinny tyres? The Focus ECOnetic takes a back-to-basics approach to saving the planet. Steve Walker reports.

Until somebody invents a car that runs on sea water or Liquorice Allsorts, the world’s car makers look destined to wrestle with the big environment issue. While men in white coats beaver away behind the scenes on next generation clean propulsion technologies, models like Ford’s Focus ECOnetic attempt to push the limits of what can be achieved with the good old internal combustion engine.

The status quo was good for the world’s car manufacturers. They could sell us big cars with powerful engines which we’d pump full of fossil fuels. The world kept turning and everybody was happy. Things sailed along serenely like this for a good few decades but on the horizon, trouble was brewing. The environment issue crept up on the automotive industry. Warnings were ignored, action was avoided and now it looms over the bow like an iceberg the size of India. Fuel cells, hydrogen, biofuels, hybrids, none look like providing a silver bullet for the problem, at least not yet, so manufacturers have been forced to work with what they have. Ford’s Focus ECOnetic is a good example of the kinds of short term solutions that the major brands have come up with. Sensibly, the Ford Focus ECOnetic takes the most economical engine in the Focus range as its starting point. The 1.6-litre TDCi diesel engine is an advanced unit that’s been available to Focus buyers for some time. It features mod cons like a common-rail multipoint fuel injection system, a variable geometry turbocharger, a dual mass flywheel and a transient torque over boost function which means it’s fairly close to the cutting edge for 1.6-litre 4-cylinder diesels. The Ford engineers haven’t tinkered with the engine to produce the ECOnetic model so it’s the same as you’d get in a less green Focus. There’s a choice of power outputs so buyers pick either the 89bhp version or get 108bhp and a diesel particulate filter. With the 108bhp model, you still get a powerful 240Nm of torque at 1,750rpm that rises to 260Nm with the benefit of over boost. The 0-60mph sprint takes 10.9s and top speed is 117mph. It means there’s no straight line performance penalty for the green benefits the ECOnetic delivers.

"…with 65mpg achievable on the combined cycle and 115g/km emissions, running costs are very healthy indeed."

You also get the exemplary Focus driving dynamics which go further to discredit the assertion that green cars need to be dull. The pointy steering and supple suspension have become trademarks of the Focus brand and this car manages to strike a good compromise between its sporty side and general comfort and refinement. The Focus does, however, run on 195/65R15 low rolling resistance tyres of the type that while improving efficiency, have been shown to reduce levels of grip - particularly during wet weather braking situations. Like other Focus models, it also uses a special low viscosity transmission oil developed by BP for greater efficiency and faster shifting. So the engine is mechanically standard and there’s no electronic trickery going on behind the scenes. How can the Focus ECOnetic achieve its sparkling environmental performance? The answer is largely based around aerodynamics. Ford has taken the latest Focus shape, distinguishable by its trapezoidal air intake in the front bumper and elongated headlamps, and set about making it as slippery as a Teflon coated banana skin. The car rides 10mm lower at the front and 8mm lower at the rear. The under bumper skirt is reprofiled, blanking plates are inserted at the inside edges of the air-intake and there’s a rear spoiler too. These small measures help the ECOnetic achieve a drag coefficient of 0.31 meaning the engine has to work less hard to move the ECOnetic along. All these aerodynamic appendages have the happy side-effect of making the ECOnetic quite a sporty car to look at. The skirts and spoilers are precisely the sort of thing we’re used to seeing on hot hatchbacks like the Focus ST. The thin tyres give the game away a little but ECOnetic definitely enhances the looks of the conventional Focus. In terms of practicality, the Focus is up with the best that the Family hatchback sector has to offer. Space for passengers in the back is plentiful and there’s a large well shaped boot staring back at you when you lift the tailgate. The latest cars have upped the anti in terms of trim materials and a certain classiness resounds through the cabin. Who’d have though going green could feel this plush? The Ford Focus ECOnetic is priced from £16,345 in five-door hatch form and the Estate is available for £850 more. It costs £500 to upgrade from the 89bhp 1.6-litre TDCi model to the 108bhp derivative and all models come with a five-speed manual gearbox. The ECOnetic is, therefore, around £500 cheaper than equivalent Zetec models so Ford isn’t charging the earth for its eco-warrior. There are those who would point out that the ECOnetic is hardly a major environmental breakthrough and charging the earth (so to speak) for a few bits of plastic wouldn’t really be on. It’s true that the Focus ECOnetic isn’t going to save the planet single-handed but it’s emblematic of a trend in the wider industry for manufacturers aiming to get the best environmental performance out of the internal combustion engine until a better solution presents itself. Ford’s ECOnetic, Volkswagen’s BlueMotion and BMW’s EfficientDynamics programmes all take this holistic approach to improving economy and emissions. Crucially, they offer customers real world financial savings with no tangible penalty in terms of performance or practicality. Car buyers are far more likely to take up the environmental baton if the downsides are minimised in this way. The modifications present on the Focus ECOnetic boil down to combined fuel economy of 65mpg for the 108bhp car, accompanied by emissions of 115g/km. These figures are competitive with some of the most environmentally-friendly cars on the market including petrol/electric hybrids. Not bad for a Focus with a body kit. The 1.6-litre TDCi engine was very efficient to begin with. Conventional Focus models using the 108bhp unit are capable of 59mpg combined economy and 117g/km emissions, so you could argue that ECOnetic trim doesn’t actually add a huge amount. The thing is that it doesn’t take very much away either. You loose none of the practicality of the Focus and driving dynamics suffer only marginally. The ECOnetic body kit arguably makes the car look better too. If you thought going green meant making sacrifices, it might be time to think again. The trick to making car buyers take the green option is to make the green option preferable. Ford’s Focus ECOnetic achieves this more effectively than most of the environmental specials that have cropped up in recent times. Aerodynamic modifications give the car a lower, sportier stance while also having the desired effect on fuel economy. The best qualities of the Focus hatch, such as its interior space and sharp handling, are retained but with 65mpg achievable on the combined cycle and 115g/km emissions, running costs are very healthy indeed. In terms of economy, the difference between a Focus ECOnetic and a standard Focus model using the same 1.6-litre TDCi engine isn’t huge. This means that if you’re unsure about the looks or the less grippy tyres on the ECOnetic, a standard car will make more sense. Ford has priced the ECOnetic competitively, however, and this, along with its lower running costs, makes it a compelling option in the Focus line-up. The green issue is a massive one at the moment and rather than jump aboard the hybrid or fuel cell bandwagons, Ford’s short term strategy is to see how much it can squeeze from the old faithful internal combustion engine. On this evidence, there’s life in the old dog yet.

Facts At A Glance CAR: Ford Focus ECOnetic PRICES: £16,345-£17,695 – on the road INSURANCE GROUP: 7 CO2 EMISSIONS: 115g/km PERFORMANCE: Max Speed 117mph / 0-60mph 10.9s FUEL CONSUMPTION: [2.0TDCi] (combined) 65mpg STANDARD SAFETY FEATURES: Twin front, window & side airbags, ABS, traction control, ESP. WILL IT FIT IN YOUR GARAGE?: [5dr Hatch] Length/Width/Heightmm 4342/1840/1447

SHARPLY FOCUSED The Entry-Level Model Of Ford’s Latest Focus Is The 1.4-Litre. Steve Ghosley Takes A Look At Its Credentials…

There wasn’t very much wrong with the original Ford Focus, so it must have been a daunting task for the designers to come up with an improved model. Having set the bench mark for the sector with the first Focus, the competition didn’t take long in responding, so Ford needed to move the game on with the latest generation. That car has since been face lifted and the current Focus certainly looks the part but does the entry-level 1.4-litre model we look at here have enough about it to cut the mustard?

With prices starting at £11,945, this Focus certainly looks good value for money. The 78bhp 1.4-litre petrol engine is not going to set any land speed records but then purchasers of this entry level model have other priorities when selecting their cars. What they do get, is a class-leading family hatchback that drives with nearly all the refinement of any luxury saloon and certainly handles a lot better. Ford have also paid close attention to safety with the new Focus as it features their Intelligent Protection System. This comprehensive package of safety measures includes ESP stability control as well as front and side airbags for both driver and front passenger. There are also front seat belt pre-tensioners, front seat belt load-limiting retractors and a foot pedal intrusion prevention system. It is amazing how far we have come over recent years with regard to safety. It is not that long ago that technology like this would only have been offered on a top of the range executive model whereas now it is standard equipment on an entry level family hatch. Ford’s tried and trusted 1.4-litre petrol unit will get the new Focus to 62mph in a leisurely 14.1 seconds and on to a top speed of 101mph. More importantly for this car though is the fuel consumption that returns a healthy 42mpg on the combined cycle and the reasonable emissions figure of 159g/km.

"… a class-leading family hatchback that drives with nearly all the refinement of any luxury saloon and certainly handles a lot better"

This 1.4-litre model is only offered in three or five-door Hatch form with prices starting from £11,945 for the Studio trim level 3-door model. This features electrically-operated front windows with one-touch lowering on the driver’s side, Ford’s Intelligent Protection system, anti-lock brakes with electronic brake-force distribution, an immobiliser and central locking. Another trim level available with the 1.4-litre unit is the Style which starts from £13,445 and features, in addition to the Studio model, 16-inch steel wheels, front fog lights, remote-control central locking, electrically operated and heated door mirrors, a trip computer, body-coloured door handles, air-conditioning and steering column remote audio controls. Benefiting from Ford’s ‘kinetic design’ approach to styling, the latest Focus takes its inspiration from its larger Mondeo stablemate. Trapezoidal grilles, swept back headlamps, bolder wheel arches, re-shaped rear glass, a contoured tailgate and smarter tail lamps are the key changes. Higher trim grades benefit from chrome detailing and a stylish, body-coloured upper rear spoiler. Inside, the more upmarket aura continues. Nicer soft-touch plastics now cover the instrument panel as well as the upper front door trim and this is complemented by plusher seat fabrics plus a variety of more attractive fascia finishings. The instrumentation has been re-designed too and, along with all other interior controls, is illuminated in red. Controls for the upgraded audio equipment and two-zone air conditioning have also been ergonomically improved. Ford were the first of the major manufacturers to realise that people were growing in size – both out and up – and designed the original Focus to suit drivers of all sizes with wider opening doors and more headroom than the class norm. This latest Focus expands on this theme, offering an optional electrically adjustable pedal set. The multi-adjustable steering column helps in ensuring a comfortable driving position and Ford have integrated a number of practical aspects from the C-MAX mini-MPV including a glove box big enough to house a 1.5-litre bottle, a sunglasses holder, a dash-top cubby and class-leading luggage space. Although it seems hard to believe given that almost coupe-like silhouette, the MK2 Focus design actually improved on the rear seat accommodation and luggage space of the MK1. The compact control-blade rear suspension helps the five-door hatch model achieve a hefty 385-litre carrying capacity, as the load bay is completely flat and unencumbered by suspension intrusion. In the Estate version, there’s 475 cubic litres of load space with the 60/40 rear bench in place, but drop the seats and there’s a cavernous 1525 litres, making the Focus a good deal bigger than many executive class estate cars. With the seats in place the load bay is just over 104cm long, 116cm wide and up to 89cm high. With the rear seats folded you have a 167cm long distance from seat back to tailgate. If the budget is tight and you are not looking for out and out performance, then this Focus makes very good sense. It is crammed with sensible safety devices should the unthinkable happen and Ford have packaged it sensibly with just enough creature comforts to ensure this model will find sufficient buyers.

Facts At A Glance CAR: Ford Focus 1.4-litre range PRICES: £11,945-£14,045 - on the road INSURANCE GROUPS: 4 CO2 EMISSIONS: 159g/km PERFORMANCE: Max Speed 101mph / 0-60mph 14.1s FUEL CONSUMPTION: (average) 42.0mpg STANDARD SAFETY FEATURES: Twin front airbags, ABS with brake assist WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4342/1840/1447

SMART & SHARP A small saloon makes a lot of sense these days Jonathan Crouch looks at one of the best…

Ten years ago, the thought of trading in your large luxury saloon for something smaller wasn't too appealing. In doing so, you would be trading in refinement, power, handling and comfort. Why would you want to do that?

Today, there are still excuses for not doing the environmentally sensible thing and driving something smaller - but they're very different. A class-leading family hatchback like Ford's Focus drives with nearly all the refinement of any luxury saloon and probably handles better. The engines on offer are acceptably rapid and there's all the luxury you would expect from something bigger if you want it. It's hardly surprising then, that sales of compact family hatchback-based four-door saloons remain significant, particularly in Europe. Here in the UK, they struggle however, with only Volkswagen’s Jetta managing to record any worthwhile sales figures, though Renault’s stylish Megane Sport Saloon deserves to eat into the German car’s total. The cause of the Ford Focus 4-door featured here isn’t helped by its maker’s decision to offer it only in top spec Titanium specifications. The Ford marketeers contend that the plusher models are the only ones that older small saloon customers tend to buy.

"The boot takes either a golf bag or two clamshell-type suitcases - but then any saloon that can’t manage that is hardly worth bothering with…"

Pricing is just a little above that being demanded for the equivalent Focus hatch, starting from £16,045 and running up to £17,862. The engine choice includes Ford’s 98bhp 1.6-litre petrol unit and a 143bhp 2.0-litre petrol powerplant. Alternatively, there are 1.6 and 2.0-litre TDCi diesels developing 108 and 134bhp respectively. As you’d expect, the 4-door model shares an identical front end design with the other Focus bodystyles to it gets the latest facelifted look but makes a much better job than its predecessor of translating the fast hatchback silhouette into what Ford describe as a ‘classic limousine body’. That may be stretching things just a bit but this saloon is certainly a better looker than the MK1 Focus 4-door, described to me at the time of its introduction in the late Nineties as ‘an aberration’ by a top Ford executive. No such harsh words for this effort. It’s even pretty practical, offering a maximum boot cargo space of 526 litres, though that has been achieved only by using a mini-spare tyre. Apparently, the design imperative for bootspace was to incorporate either a golf bag or two large clamshell-style suitcases. We’d suggest that any saloon that can’t manage that is hardly worth bothering with. Since the saloon shares the same wheelbase as the hatchback Focus (one of the longest in the class), you'll find that it also has the same impressive cabin space. For rear passengers, that means class-leading head, shoulder, leg and knee room. It's not quite as impressive a story for those at the front (legroom is only average) but head and shoulder room are still impressive. Luggage space however, is only average, though you can boost it by folding down the 60/40 split rear seats. Inside, the plush ambience is quite appealing and of course equipment levels in these plush flagship models are strong, including air conditioning, power heated door mirrors, a 'Quickclear' front windscreen, automatic headlamps and wipers, a Sony CD stereo, privacy glass and power driver's seat height adjustment. Taking its cue from the C-MAX mini-MPV, the Focus’ interior looks reassuringly expensive. The branded Sony stereo, the metallic detailing on the centre console, instruments and chunky-rimmed steering wheel, the soft-touch fascia and the silicon-damped hinges all smack of executive class investment. Developers have worked to ensure that the feel of the switches – a push button in the door, for example – should have the same sound, feel and travel as a push button in the centre console or the sunroof control and that rotary switches retain the same feel whether they marshal mechanical or electrical applications. The riot of crazily intersecting hard plastics that was the first generation Focus interior has been replaced by something far more assured, more mature – a word Ford repeated frequently in their release literature. Ford were the first of the major manufacturers to realise that people were growing in size – both out and up – and designed the original Focus to suit drivers of all sizes with wider opening doors and more headroom than the class norm. The latest Focus expands on this theme, offering an optional electrically adjustable pedal set. The multi-adjustable steering column helps in ensuring a comfortable driving position and Ford have integrated a number of practical aspects from the C-MAX mini-MPV including a glove box big enough to house a 1.5-litre bottle, a sunglasses holder, a dash-top cubby and class-leading luggage space. We liked the little touches: the two-touch remote control that prevents you unlocking all the doors at the first plip. The key-operated lock for the bonnet, hidden behind the Ford badge on the grille. The 'get-you-home' electronics that keep the engine running, even if all the coolant disappears through a hole in the radiator. Ford has thought long and hard about this car, about the competition and about the kind of people who will buy it. Whether all that will be enough to overcome British buyers’ general apathy towards small saloons is another matter. Probably not. Yet that doesn’t stop this from being a very competant car with the odd dash of excellence in places. A good reason to downsize? You could say that.

Facts At A Glance CAR: Ford Focus 4-Door range PRICES: £16,045-£18,595 - on the road INSURANCE GROUPS: 7E-10E PERFORMANCE: [1.6 TDCi] Max Speed 116mph / 0-60mph 10.9s FUEL CONSUMPTION: [2.0TDCi] (average) 51.4mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4488/1991/1497mm

ART OF THE ESTATE The British market for small estate cars is correspondingly diminutive but that won’t stop Ford trying to claim a sizeable chunk of it with their latest Focus Estate. Andy Enright reports

There’s no doubt that the Ford Focus Estate has a tough job on its hands. If you’re sold on a Ford and need to load luggage, you’ll probably step up to a Mondeo whereas, if shifting people is a priority, you’ll likely opt for a Focus C-MAX. Sales data indicates that only a few choose to sign on the dotted line for a Ford Focus Estate but those that do end up with a highly capable vehicle.

It’s not just a Focus thing either. Vauxhall Astra, Peugeot 308 and Volkswagen Golf estates have all given dealer principals the length and breadth of the country a case of the cold sweats, remaining comparatively rare sights on the road. Whereas the large estate sector is showing the first signs of a recovery following the MPV boom, small estates are still the leper colony of British motoring. All of which is something of a shame as the Focus Estate might just be the most attractive bodystyle available. It’s certainly a good deal bonnier than the first generation model – a car that seemed to suck all the life and verve from the excellent Focus platform and transmogrify it into something rather less lovely. The current facelifted version has a hefty shovelful of styling flair, the rising windowline and tapered roofline giving it a tauter, more dynamic stance. Trapezoidal grilles, swept back headlamps and bolder wheelarches also feature prominently. Inside, the more upmarket aura continues. Nicer soft-touch plastics now cover the instrument panel as well as the upper front door trim and this is complemented by plusher seat fabrics plus a variety of more attractive fascia finishings. The instrumentation has been re-designed too and, along with all other interior controls, is illuminated in red. Controls for the upgraded audio equipment and two-zone air conditioning have also been ergonomically improved. Despite the cosmetic enhancements, there’s still a clear bias towards practicality and the Focus Estate features a no-nonsense but versatile load bay. Fully carpeted, it includes a pair of lashing hooks on either side to secure luggage during sharp cornering, although enterprising owners can also make use of the rear seat anchor points for much the same purpose. Given that these are metal loops rather than plastic hooks, this may well represent a more practical option for heavier items. A retractable luggage cover serves to keep your belongings away from prying eyes although there’s not the sort of underfloor tray that many manufacturers increasingly specify.

"The overall look is anything but derivative…"

A 12v auxiliary power outlet on the side of the load bay is a neat touch, as are the indented grab handles on the inside of the tailgate. If you’re reasonably tall, strong and limber of wrist, you can even close the tailgate in this way without getting your hands dirty on road grime plastered to the back of the car. The tailgate opens so high that even if you stand 6’4" tall, you’ll not bump your head. The downside to this is that shorter owners may well have difficulty reaching it. There’s no strap hanging down from the handle, so if you’re very small, you may encounter difficulties here. The other issue when opening the tailgate is that approximately 75 per cent of the water that gathers on it falls onto the rear light cluster with the other quarter landing squarely on the luggage cover or, if it’s retracted, your gear. The loading lip is low and features a non-slip surface, but it would have been nice to see some longitudinal rails built into the floor of the load bay so that bags can easily be slid into position. On the plus side, the load floor is perfectly flat with zero intrusion from the compact rear suspension assembly. Break out the tape measure and you’ll find the Focus among the leading contenders in its class when it comes to space. There’s 475 cubic litres of load space with the 60/40 rear bench in place, which compares favourably to the 385 litres available in a Focus hatch. Drop the seats and there’s a cavernous 1525 litres, making the Focus a good deal bigger than many executive class estate cars. With the seats in place the load bay is just over 104cm long, 116cm wide and up to 89cm high. With the rear seats folded you have a 167cm long distance from seat back to tailgate. Utilising schoolboy trigonometry, I believe this means that you can, in effect, carry a pair of 203cm skis diagonally. That’s quite some achievement for a car that retains all of the Focus’ driving dynamics. Prices kick off at £14,150 for the 1.6-litre Studio model, topping out at £20,900 for the range-topping 2.0-litre TDCi diesel in Titanium trim with a particulate filter. Between the two are Style, Zetec and ECOnetic trim variants with no fewer than six engine variants including a conventional 1.6-litre petrol and a more powerful 1.8-litre alternative, plus a 2.0-litre option with still more grunt. Diesel buyers can also choose between 1.6, 1.8 and 2.0-litre TDCi engines. The 1.6-litre TDCi comes in two states of tune. As good as it is, it’s tough seeing too many takers for the Focus Estate. Drive one and you could easily be convinced of its merits but to many buyers, ‘small estate’ has an oxymoronic quality that doesn’t excite them. The Focus Estate deserves a better rub of the green. It’s well built, designed with care and actually looks very sharp. They’ve caught on in Europe where estate sales are resolutely buoyant. We may need additional incentivising.

Facts At A Glance CAR: Ford Focus Estate range PRICES: £14,150-£20,900 - on the road INSURANCE GROUPS: 6-10 CO2 EMISSIONS: 127-170g/km PERFORMANCE: [1.6] Max Speed 111mph / 0-60mph 11.9s FUEL CONSUMPTION: [1.6TDCi] (urban) 50.4mpg / (extra urban) 74.2mpg / (combined) 62.7mpg STANDARD SAFETY FEATURES: Twin front airbags, ABS with brake assist WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4342/1840/1447

FOCUS SCHMOCUS Running out of space with all those kids? Don’t want to be part of the MPV gang? Hannah Rainford takes a brood out in Ford’s latest estate

The Ford Focus is not a car that I would normally consider purchasing, which makes it all the more appealing to drive one. It’s aimed at the family market of course, providing lots of the space and practicality that is needed when transporting little ones. At the moment, it’s only me that needs transporting around – but that didn’t mean I couldn’t put it to the test.

My only association with kids is being ‘Tawny Owl’ to a group of Brownies in my local area. Every year we take them away on ‘Pack Holiday’ and we stay in a village hall somewhere a bit different. We take them out on day trips to various locations and the girls love being away from home and spending time with their brownie friends. This year we took them down to Chichester and decided to do lots of day trips. As we could all fit in three vehicles, we thought that this would be a good idea. This trip coincided with my loan of the Focus Estate - making this trip the perfect way to scrutinise this vehicle for the family buyer. I don’t know how much you know about Brownies. They are girls aged between seven and eleven prone to making as much noise and get as dirty as they possibly can. They also have to make sure that they do a good turn everyday and that they try their best at everything they do (which when combined with getting dirty can get very messy indeed!) I was dreading handing the Focus back at the end of the week. As the only driver of a five-door vehicle, I was the chauffeur for one of our brownies who uses a wheelchair to get around. Getting her into the car was no problem, as long as someone held the door for her, so that it didn’t swing away. Her wheelchair fitted very nicely in the back as long as I made sure that the brakes were securely fastened: with that much space in the rear it could start rolling around. There was plenty of room in the back for packed lunches and swimming kits but you wouldn’t expect anything less from the estate. The boot hides a comprehensive first aid kit with instructions to guide you through treating injuries at an accident.

"If it’s practicality that you are looking for, then you can’t get much better than a Focus…."

Ford have been generous with the room for the rear passengers and if you don’t need the third seat, a small centre unit can be pulled down to reveal drinks holders and a small secret storage compartment, perfect for a deck of cards or a few sweets. There are small pockets on the back of the front passenger seats, but there is no storage space in the rear doors, meaning that the kids had to find somewhere else to put their crisp packets. The girls had a whale of a time in the back. They had lots of room and were soon swinging their legs around happily. The child locks were great to ensure that doors weren’t opened during the ride and even the windows had a safety mechanism in the front to prevent the girls from opening them as the model I tried had air conditioning. If it’s practicality that you are looking for, then you can’t get much better than a Focus. Ford have thought of almost everything to make this car perfect for the family. If safety is your key consideration, then you will be pleased to hear that the new Focus is amongst the best in its class with a Euro NCAP 5-star occupant rating and a 4-star child protection rating. The Focus Estate comes with drivers, front passenger, side curtain and front seat side airbags as standard along with ABS and the Intelligent Protection System. I was impressed from my first look at the Focus Estate. As I stepped into it, I was pleased to note that the interior looked simple and unfussy. The only thing that really marked this out as a modern car was the touchscreen DVD navigation system, which comes as a pricey extra at £2,250. There was plenty of room in the front, but only a very petite glovebox, just enough to fit the manual in and a few CDs. I was impressed by the centre console: you could fiddle with the air conditioning and the stereo without having to either consult the handbook or mess about with tiny indecipherable buttons. The driver’s seat was easy to move into place. After scrambling around at the bottom trying to find a lever to hoist myself forward, I found two buttons, one to push me forward and up, and other to bring the back forward or down. Much more graceful than having to yank yourself into position. The Focus almost felt like an executive saloon the drive was so smooth and it was hard to believe that this is just an estate version of a family hatchback. With prices starting just under £14,000 for a Focus Estate Studio and going up to just under £19,500 for the Titanium 2.0-litre TDCi with Diesel Particulate Filter, the estate version is very affordable. The day trips were a great success and the Focus made everything a lot simpler. The Focus coped ver