First Drive: 2012 Ford Focus

Fab Ford

Ford's new Focus flies to the top of the compact class By John LeBlanc MALIBU, California - As a follow up to its return to the subcompact market with the Fiesta, Ford is getting ready to release a second sampling from its European Greatest Hits album. Like the Fiesta, the all-new 2012 Focus is a pillar in the American automaker's One Ford global strategy - one that involves developing one car per segment for every market it is present in. This of course is something of a gamble in Canada, where Ford derived more than half of its sales from pickup trucks. Nevertheless, Ford is charging forth with a host of small cars to bolster the Focus and Fiesta, including the C-Max compact multi-purpose vehicle (read: mini-minivan), and the successor to the antiquated Escape, which we saw debut in Detroit as the Vertrek concept. When they hit the market, they'll be virtually the same whether you live in Tokyo, Timbuktu or Timmins. Looking at the outgoing Focus, there's no question that Ford had some serious catching up to do. Burdened by a decade's worth of financial troubles, it served up the same first-generation car to North American customers that had been hanging around since 1999. OK, the car got a major refresh in 2008, but by that time Ford's other markets already had the more modern second-gen car for four years. And while most refreshes advance cars, but for addition of the Sync infotainment system, our made-over Focus lost much of its driving and styling élan - not to mention the functional hatchback and wagon models. As for that second-gen Focus we didn't get, its platform went on to be featured in much more competitive Volvo and Mazda models. Ford's Canadian president and CEO, David Mondragon, recently said the company's new cars, like the Fiesta and Focus, haven't been watered down to meet the tastes of North American consumers. And while it's true you can't walk into a Ford store and order, say, a diesel-powered Focus, the Michigan-built North American market cars share 80 per cent of their parts with European market cars. In terms of the Canadian compact-car segment, Japanese brands rule. In 2010, the Honda Civic sat pretty atop the new-car sales charts, with perennial best-sellers from Mazda and Toyota following close behind. But Ford is up against more than just Japan's big three - it must face new entries like the globally bred Chevrolet Cruze, the striking new Hyundai Elantra, plus sporting models from Kia, Mitsubishi and Volkswagen. Unlike Chevrolet, which is still dithering on whether to bring the hatchback version of its Cruze to Canada, Ford is kicking things off with a five-door as a part of the 2012 Focus lineup. That hatchback will also form the basis to an all-electric Focus, as well as a GTI-baiting turbocharged ST hot hatch, which is expected to churn out nearly 250 horsepower. In Europe, Ford is known for producing driver's cars. To help foster that reputation in North America, its folks pointed us towards the tight and twisty canyon roads inland of Malibu. After an afternoon at the wheel of the range-topping Focus Titanium trim level, in both sedan and hatchback body styles with both the five-speed manual and six-speed dual-clutch automatic, it's safe to say the new Ford compact will delight drivers and passengers. Not to give too much away, but the new Focus blends the zingy, fun-to-drive nature of the Mazda3 with the grown-up maturity and refinement of the VW Golf. A naturally aspirated 2.0-litre four with direct injection will power all Focus models at launch. It makes a competitive 160 hp, but its torque output of 146 lb.-ft. is a little on the weak side which may leave some drivers wanting for more oomph on highway on-ramps. While Transport Canada hasn't yet released fuel-consumption figures for the Focus, Ford claims that it can achieve upwards of 40 mpg on the US EPA scale, which would roughly equate to low sixes in L/100 km. Maybe that figure is attainable on a flat grade when the transmission is in sixth gear, and the front grille's automated flaps have been shut for improved aerodynamics, but my co-driver and I saw no better than 20.1 mpg (equal to 11.7 L/100 km) while chasing sport bikes. At least the engine is smooth and quiet when not on the boil and is athletic-sounding when it is. Once up to speed, there's little to complain about in terms of ride and handling. The first thing that impresses is the refinement. By sticking with a fully independent multi-link rear suspension (unlike the new Jetta) Ford's engineers have blessed the Focus with that elusive balance of comfort and quietness found in high-end European cars. And when driven aggressively, the chassis won't let you down - it has excellent control, and few vibrations are passed through to the cabin. Drivers will enjoy how the Focus nips into corners with a quick and linear action despite the use of pure electric power steering. In conjunction with an electronic torque-vectoring front differential (similar to the VW GTI's XDS system), the Focus arcs through curves under full throttle where rivals would simply wash wide in understeer. The new setup also cuts fuel consumption and enabled Ford to add a self-parallel parking function. In Canada, new car buyers have demonstrated they'll pay more for big-car features in their small cars, so Ford has upped the level of high-end content available. Features like Sync with 9-1-1 assist, a rear-view camera, push-button start and self-parallel parking can all be had on a Focus. But it's more than toys that give the Focus an upscale air - that goes to the unexpectedly high level of interior fit and finish. If not quite up to the class-leading (and pricier) Golf standards, it betters everything else in its class. Spaciousness is also another unexpected surprise. Ford says the Focus offers more shoulder room than an Audi A4, and more front headroom than a Toyota Camry. Rear legroom isn't bad either, although it can't quite match the super-sized Jetta. Though the Focus wagon will stay in Europe, the new hatch has 481 litres of cargo capacity, topping the Mazda3 Sport and VW Golf. The sedan's 373 litres beats the Mazda3, but can't quite match the 425L of the Chevy Cruze. Just as it did with the Fiesta, Ford is serious about being price competitive in this tough segment, offering plenty of standard equipment across the board. A base Focus S sedan with manual transmission will start at $15,999. The Focus SE hatchback begins at $19,899, with a top-line Focus Titanium hatchback retailing for $25,099. The Focus is unquestionably an important vehicle for Ford's future and will play a huge part in its small-car gamble. Based on the positive reports the last-generation European Focus received, the new 2012 model looks to build on that success. Compared to our outgoing Focus with its decade-plus-old roots, the new Focus is a paradigm shift in the right direction. Sure, the Focus will have a tough fight in the compact arena. But in the same way that the Fiesta mixed big-car features with top-notch build quality and European driving dynamics, the Focus should have no problems pleasing import buyers looking for a new alternative. In other words, Ford should have another hit on its hands. 2012 Ford Focus WHAT I LIKED: Fantastic blend of driving refinement and excitement; premium car features and build-quality; practical five-door hatch is back. WHAT I DIDN'T: Base engine could offer more torque; manual could do with another gear; pricing can be steep when loaded with options; no wagon or three-door hatch Base price (sedan, hatchback): $15,999, $19,899 Type of vehicle: FWD compact sedan or hatchback Engine: 2.0L, 16-valve DOHC I-4 Power/Torque: 160 hp/146 lb.-ft. Transmissions: Five-speed manual (opt. six-speed dual-clutch automatic) Competition: Chevrolet Cruze, Dodge Caliber, Honda Civic, Hyundai Elantra, Kia Forte, Mazda3, Mitsubishi Lancer, Nissan Sentra, Toyota Corolla/Matrix, Volkswagen Golf/Jetta

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