Ford Focus 2005 Review

What we liked
>> Slick styling, smart packaging
>> Powerful long-life engine
>> Wide track big car stability

Not so much
>> Automatic needs extra ratio
>> Some tyre harshness on upper      levels
>> Lack of front parking protection

OVERVIEW
Last month, the small car segment hit 34.8 per cent of total passenger car sales compared to 26.9 per cent for the traditional Australian large car. If Ford's hopes for the new Focus prove to be as conservative as they appear, this growth will continue where small cars could soon account for 40 per cent of Australian new car sales.

When small cars finally matched large car sales at around 24 per cent market share in 2004 for the first time in Australian history, it was unthinkable that growth would continue with such vigour. Small car sales in May 2005 represented a 24.1 per cent increase over May 2004 despite supply shortages affecting several leading players.

This needs to be placed in perspective: Remember when the Datsun Bluebird, Ford Telstar/Mazda 626, Mitsubishi Sigma and Toyota Corona 2-litre class last challenged Australian big cars in the 1980s? The new Focus is bigger and more powerful than any of these. Remember when the new wide-body Toyota Camry was launched in 1993 as a more spacious four-cylinder alternative to a full-size Falcon and Commodore? The new Focus is more powerful and bigger in every dimension except length.

Ford has just slashed the price of its new entry-level Focus by $1670 and included the new top-shelf 2.0lt engine and air-conditioning as standard, for an earth shaking retail figure of just $20,990. This has the potential to become a full-blown earthquake that could split the passenger car market into two continents (small cars and SUVs) and small islands of other vehicles. The figures reveal why.

The new Focus sedan, the first in this class where the large boot doesn't look like an after thought, is 4488mm short, a whopping 1840mm wide, a generous 1443mm in height for easy access, all sitting on an extra long wheelbase of 2640mm with a front track of 1535mm and 1531mm at the rear.

The powerful standard issue 2.0lt engine delivers 107kW at 6000rpm and 185Nm at 4500rpm to haul an all-up weight of 1283-1320kg for the sedan and 1269-1294kg for the hatch, depending on transmission and equipment.

The 1993 Toyota Camry wide body offered only 95kW/5200rpm and 189Nm/4400rpm from its larger 2.2lt engine. Its 4725mm length, 1400mm height and 1770mm width sat on a 2620mm wheelbase; a 1550mm front track and 1500mm rear. The Camry sedan weighed 1300-1324kg.

That leaves the new Focus with a wheel at each corner and a fraction of the overhang for a more stable footprint, and more of its length devoted to passengers and luggage. Fuel consumption has also been slashed to as little as 7.1litres/100km for the manual or 8.0litres/100km for the auto.

It's a combination that will not only make a Camry redundant for some buyers, it challenges the value and size of the heavy-hitting medium cars such as the Subaru Liberty, Honda Accord Euro and Mazda6. No wonder Mitsubishi is already promoting the extra cabin size in its coming Magna, replacement in a repeat of 1985 all over again.

The new Focus hatchback marks a rejection of the current trend towards the stumpy tails and vertical hatch openings of the latest Holden Astra, Renault Megane, VW Golf and BMW 1 Series. Instead, the long wheelbase allows the Focus hatch to maintain headroom for rear passengers before the roof slopes into a sharply-raked sporty coupe-style hatch section that places extra distance between rear impacts and rear passengers. Although the hatch's sloping glass exposes more of the cabin to the Aussie sun, Ford claims that the much larger hatch opening makes loading easier. Compared to the postage slot hatch openings of some rivals, Ford has a point.

If the Focus drove like a big empty box with poor crash safety, these comparisons would be meaningless. However, strong Australian input from the very beginning ensures that the new Focus is better suited to Australian conditions than most small and medium imports.

Because local Focus imports now come from South Africa not Germany, the new model reflects substantial improvements in driveability on local roads when South Africa's range of road conditions and temperature extremes are so close to ours. The new sedan was also designed with US, Asian and Australian requirements in mind -- not Europe's -- hence it is more of a stand-alone design.

Because Ford Australia exports the Territory to South Africa, the pooling of engineering talent for the benefit of both parties allows Ford Australia to have a greater influence over the Focus than the local arms of most imported rivals. And it shows the minute you get behind the wheel.

Important note: The previous Focus replaced Ford Australia's Mazda 323-based Laser in 2002, a move that had to happen sooner rather than later as the Focus is Ford's own product. So why didn't the old Focus sell?

Like the old one, the new Focus range comes as a CL, LX and Zetec in the hatch and a CL, LX and Ghia in the sedan. If you can tell which level is the highest, lowest or sportiest in this sequence, you must be psychic. In a market filled with almost 20 rivals separated only by rice paper, this is enough to send buyers elsewhere. Last year, Holden ditched its meaningless European model names and simplified its Astra sequence into Classic, CD, CDX and CDXi.

The final Laser series was offered as an LXi and GLXi. Why has Ford named its desirable, powerful and well-equipped new mid-range Focus LX after its mean, small-engined, poverty pack Laser LXi then chopped off the "i" to lower it even further? If that extra X in the Astra CDX tells everyone you spent extra money over a rental special, why does Ford drop you in the bogs as you progress up the range?

Does Zetec mean hybrid, fuel efficient, performance or the stripper model? If it is mechanically identical to the others, what can it mean? Like you, we don't know either.

In Laser terms, the Focus hatch comes as an LXi (CL), a GLXi (LX) and Sport (Zetec). The Focus sedan comes as an LXi (CL), a GLXi (LX) and a Ghia. If the benchmark new Focus falls over, its absurd model names are a prime candidate.

To allow you to follow the rest of this report, Focus levels will be referred to as the entry-level CL, mid-range LX, sporty Zetec and luxury Ghia.

FEATURES
To offer so much for so little at the $20,990 CL entry point, Ford Australia has undertaken a realistic if slightly cynical product rationalization to get the feature and pricing mix right. The CL has the 2.0-litre engine, all-wheel disc brakes, air-conditioning, dual front airbags, front power windows, full instruments and multi-function trip computer, second remote key pad, glovebox audio socket for an i-Pod or similar and single CD audio system as standard. Like all new Focus models, the CL has a space saver spare wheel, despite its basic 15 inch steel wheels. It represents a saving of $1670 over the previous CL.

You can then add the $890 Smooth Pack featuring 15-inch alloy wheels, power mirrors and cruise control which seems like a bargain. Or the Safety Pack which adds front seat-mounted side airbags and ABS with Electronic Brakeforce Distribution (EBD) for $1190.

The mid-level LX allows buyers to sidestep the CL option route and start at Go with one easy tick. It includes front side-mounted airbags, power mirrors, rear power windows with global closing (opened or closed by remote), 16-inch alloys, cruise control, leather-wrapped steering wheel, ABS and EBD, all for $24,990 or a saving of $1280.

The Zetec hatch is a sports pack that adds 17-inch alloys, low profile tyres, special body additions, sports suspension and sporty interior details and trim over the LX specification. At $27,490, it represents a $1070 saving over the previous model. The European mindset means it comes only as a hatch, leaving a gaping hole for a Zetec Sports sedan.

The range-topping Ghia comes only as a sedan with standard auto, leather seat trim, brighter two-tone interior colours, six stack in-dash CD, six-way electric driver's seat adjustment, dual zone climate control (a first in this price range), specific 16-inch alloys and wood grain look cabin trim highlights. For someone stepping out of a Calais or Fairmont Ghia, it's the bee's knees at $30,990 or $480 less than the previous Ghia.

COMFORT
Ford makes a big deal of the extra comfort and smoothness in the new Focus. The "smooth as" byline underpins its whole marketing campaign. Yet considerable effort has gone into retaining the "fun to drive" feel and agility so important in this segment.

Revised suspension tuning, a 15 per cent windnoise reduction generated by 20 per cent thicker front door side glass and double door seals, semi-isolated front subframe and optimized floor panel all play a role. Major stiffening measures in the engine reduce NVH and coupled with dual mass flywheels and a new engine hydromount isolate rumble and low speed boom. A stiffer rear subframe transmits less road noise and vibration. Clever new A-frame door construction reduces sound leaks.

Lanky Australians will immediately notice the full-size seats with extra padding and sprawling space unusual in a small car. There is 140mm extra width and the extra 25mm length adds to rear legroom. Ford is serious about catering to older empty nesters and their friends as well as young families and singles with big luggage requirements. It relegates smaller rivals like the Honda Civic and Subaru Impreza to another era.

Textures of the plastics and fabric, clearly inspired by the Golf but not quite as classy, are much better than expected at the $20,990 entry point with hard, unyielding plastics notable by their absence. The oval air vents suggest that Ford is trying too hard to distance the Focus dash away from the same layout in the Mazda 3.

All models have a fully-adjustable steering column for reach and rake and driver's seat height adjustment. Air-conditioning flow to the rear is controllable. Carpet and headlining is plusher than expected and the auto dimming cabin lighting covers most entry and exit situations.

The integrated dash design and comprehensive steering column and steering wheel controls are what you would expect in a Falcon or Commodore except for the left hand turn indicator stalk. For those who care about their engine, there is a temperature gauge on all models. The only jarring note is the absence of a driver's left footrest on manual models, an omission dictated by lack of footwell space.

SAFETY
It is easy to criticise the absence of side curtain airbags and traction control. The Focus's wide track, grippy tyres and a torque peak that doesn't fill out until 2000rpm ensure that traction is rarely an issue.

Ford claims that other safety features are just as important as side curtain airbags, a stand backed by real life crash studies which confirm that bigger cars with extra crash absorption space are safer than small cars. Although the boost in Focus size adds extra crash absorption and occupant protection, the reality is that Ford can't offer side curtain airbags until they are introduced to South African production.

Ford cites outstanding wide track stability, handling and all-wheel disc brakes to better avoid the crash in the first place. It is backed by an exceptionally stiff body with a boost in torsional rigidity for more consistent handling and better crash resistance. If you consider that a VK Commodore with its heavy cast iron drivetrain weighed 100kg less than the new Focus, it provides a clue as to how much has gone into the Volvo-inspired and tested safety structure as the Focus drivetrain is nearly all aluminium.

Crash load paths are spread throughout the Focus structure for maximum energy absorption in heavy frontal and offset impacts. Stiff underfloor chassis components will detach at controlled points to free-up crush space and minimise deformation of the underfloor structure.

A susbstantial cross-car beam links the windscreen pillars to bolster the bodyside structure and minimize intrusion of the steering column and pedals in a serious crash. High strength steel side impact protection beams inside the doors run diagonally to increase strength and coverage.

Although the airbags and pyrotechnic pretensioners are fired by the same sensors, their thresholds have been set individually for optimum deployment. All seats have anti-submarining ramps and front seat belts have load-limiting retractors that can release a small amount of chest webbing to reduce the incidence of chest injuries in older occupants.

Unyielding structural and mechanical components are mounted well below the body's skin to minimize injury to pedestrians and cyclists. Flush front styling removes injury-causing protrusions and the raised centre bonnet section generates a softer landing zone after impact. Collapsible front guard brackets, bonnet hinges and striker further reduce injuries.

Last but by no means least, the anchorage points for various child safety items are located in the rear of the seat backs so that their effectiveness is not compromised by luggage impacting on the tether straps.

MECHANICAL
The new Focus is a mixture of the brilliant and average with much already previewed in the Mazda 3. Its new all-alloy engine is designed for a useful, maintenance-free life of at least 250,000km or 10 years. The iridium spark plugs last 60,000km. A fat timing chain and bucket tappets graded to maintain the correct valve settings are designed to last the life of the engine. When you can calculate the remaining useful working life as a percentage of the replacement cost, predicting resale is a doddle.

The new engine which outpaces the similar Mazda 3 engine and Pulsar SSS benchmark 2.0lt already meets Euro III. It runs best on Premium Unleaded but will survive on basic unleaded with a loss of punch. Other features include clever variable intake manifolding, deep skirt block, separate cast aluminium ladder frame to support the lower bearing shells, ribbed aluminium structural oil pan and cast alloy front cover. It's quieter and freer-revving than most of its kind with a willing, sporty note up high.

The MTX75 five-speed manual is an upgraded version of the Cougar and Jaguar X-Type gearbox and is the transmission of choice. Apart from a good ratio spread, it has synchro on reverse for crunch-free engagement via its cable operated shift linkages.

The auto has some neat electronic wizardry to smooth out shifts and a crisp sequential shift function which, like the Falcon, requires the driver to push forward for downshifts and flick it back for upshifts. This is the opposite to most others yet it better replicates the 1-2 or 3-4 shift of a manual and is more intuitive providing you don't have to swap to a car that does the opposite. Manufacturers are pushing their luck by taking too long to standardize such an important function.

Left to its own devices, the auto will soon have you running at 70-80km/h with your foot off the throttle so get used to the sequential shift or replacing brakes if you want to hang onto your licence in 40 or 50km/h zones. Because the engine needs at least 2000rpm to deliver its best, the auto's four ratios are not enough to keep it on the boil in all situations with a noticeable gap between 2nd and 3rd.

Suspension is a development of the previous Focus with a stiffer and more refined version of the Control Blade rear end shared with Jaguar and the Falcon/Territory range. Extra bushes, fatter springs, larger dampers, stiffer double ball joint drop links for the rear anti-roll bar are just some of the many advances as Ford aimed for extra 'plushness' without sacrificing agility. The sporty Zetec suspension sits 10mm lower with stiffer springs and dampers to exploit the low profile 17-inch wheel and tyre package.

The most important advance is the class-leading electro-hydraulic power steering that combines the more intuitive and alive feel of engine-driven hydraulic power assistance with the fuel economy benefits of straight electrical power assistance. The electrical assistance cuts in at low speeds when maximum assistance is required but road feel is less important. A stiffer steering column improves feel and response.

All-wheel disc brakes are upgraded to 278X25mm from 260X22mm at the front; 265X11mm from 252X10mm at the rear. Tyres, which were all Goodyear NCT on the launch cars with different profiles, are specifically tuned to the Focus.

COMPETITORS
If you factor in the uniform pricing across body styles, the strong three box styling of the sedan and the rakish five-door hatch, the extra cabin width and luggage space and the standard 2ltre engine, the new Focus has no direct rivals in its price range. The added plush factor in cabin refinement and ride while retaining agility sets a new benchmark.

The closest rival to the new Focus is the Mazda 3 which shares most of its underpinnings. Despite their obvious similarities in price and specification, they are poles apart. The Mazda 3 verges on coarseness with its firmer settings, road noise and tighter dimensions. Cabin and exterior styling have more attitude yet the Mazda 3 sedan outsells the hatch by two to one suggesting that the more mainstream Focus hatch may pick up a sale or two.

The new Holden Astra advances a more convincing case with its side curtain airbags, competent chassis and slick styling but it starts at $1,000 more and its 1.8-litre 90 kW engine is past its use-by date. Too bad if you want an Astra sedan as there isn't even a new one on the horizon but the wagon is due soon.

The Nissan Pulsar, Honda Civic, Mitsubishi Lancer and even the Toyota Corolla have been relegated to another mindset, size and price range as the small car market divides around the $20,000 price point. Despite their fine finish, their Japanese detailing, patchy dynamics and smaller size are pitched at a buyer determined to stay on the $20,000 threshold. The Subaru Impreza, despite its all wheel drive, now feels like an older small car when the Focus doesn't.

More than anything else, the Focus interior exposes the hard, nasty plastics and road noise that have become the signature of cut price small cars.

In terms of size and Euro class, its closest rivals are the Renault Megane hatch and sedan but they are thousands more expensive in 2-litre form even if they do offer a desirable 6 speed manual. The Megane hatchback styling polarizes like no other small car entry nor are they as polished in the ride/handling equation.

The Peugeot 307 would make it a close contest but not with a $10,000 price premium and no sedan alternative. The VW Golf more than has the measure of the Focus with its 110 kW FSI engine and 6 speed manual except the starting price is $29,990 and there is also no sedan until the Jetta arrives early next year.

As a measure of where Ford sees the new Focus strengths, the company expects sporty Zetec hatch and luxury Ghia sedan sales to more than double over the previous model with a significant increase in mid-range LX sales and a reduction in entry level CL sales.

ON THE ROAD
It rained cats and dogs during the Adelaide Focus launch so the roads were greasy and slippery. Brisk driving on deserted rural roads failed to induce even a hint of a slide but Focus grip and competence is a given such is the fine balance of the chassis already experienced in the Mazda 3.

The big question is whether anything has been lost in the drive for extra plushness and refinement. The short answer is yes. Ford admits that it needed to satisfy contradictory demands from its varied buyer group. Female buyers wanted style and safety, demands that can add weight and reduce practicality. Male buyers wanted power, performance and acceleration.

If the benchmark agility, sharp steering, smooth engine, crisp five-speed manual were all there, what was missing? It feels as if Ford has added a layer of cotton wool which has successfully reduced road noise, added an extra layer of compliance between road and occupants and dialed in a serenity that is uncanny for a small car, which of course it isn't. The extra track cuts the pitching motion of a small car to more like the gentle rock of a big car. While this is more relaxing, the Focus has lost that urgent, ready to swap ends feel even though the agility is still there. It's a strange combination of qualities until its origins are unraveled.

The wide body Toyota Camry always felt slightly cumbersome despite a near identical weight to the new Focus. This was because Toyota was building a substantial family car and it started with this preconception. The Ford Focus has ultimately evolved from a Laser-sized small car and the baseline for its dynamics has always been the agility and crisp handling of a small car.

As the weight and size have piled on, the new Focus has been left with the isolation and refinement of a much bigger car with the eagerness to change direction of a small car. It is an unusual but ultimately clever combination providing you need the extra size. It is the Fiesta that is now the true small car in the way it drives.

As is so often the case, the entry level CL is the sweetest all round drive with its higher profile 15 inch wheel and tyre combination. Ultimate grip is not as high but the more compliant ride without the low speed bump-thump of low profile tyres will suit most buyers better.

The mid-range LX is the winner in terms of equipment and the way it comes together. The 16-inch wheel and tyre combination looks great and its slight deterioration in ride smooths out at high speed. If you had to make do with one car to cross the Australian continent with minimal fuel consumption, this is it.

If you are prepared to put in the effort to keep the engine working at its peak, the sporty Zetec offers real advantages in grip and reduced weight transfer. The price is extra harshness around town but the extra body bits and 17-inch alloys look the business.

Although the luxury Focus Ghia sedan looks a little tame thanks to its fussier alloy wheels, the cabin really is business class. The lighter leather and lower dash generate a feeling of airiness, a feeling backed by its relatively good all round vision. The nasty weather meant that passenger and driver were frequently dialing in their own heating and ventilation requirements in the dual zone climate control system. If you travel much hotter or colder than your partner, the Ghia is worth the extra for this feature alone.

The biggest disappointment was the auto despite its good sequential shift. The engine and cabin generate expectations of a decent five-speed auto especially at Ghia level. In fact, that sums up the new Focus. Because it is so much better than any $21,000 car has a right to be, you start expecting it to be as polished as something like a Saab 9-3 or Audi A4 in every area when it is so close in most.