2012 Ford Focus 1.0T Ecoboost ROAD TEST (Josh Ross)

Like many new versions of former greats, Ford’s third generation Focus has everything to prove. In a previous article I detailed how the ’98 Mk1 Focus represented a new dawn for the family motorist. It raised the bar so high dynamically, aesthetically and on the packaging front that it took six years for a worthy rival to emerge. And that was the MkV Golf. Today competition for sales and brand loyalty is fiercer still and some rival manufacturers have used Focus essence to create similarly tempting recipes.

Hyundai, Kia, Volkswagen, Seat and Skoda all now use independent rear suspensions. This move has allowed them to adopt many handling characteristics for which Focus became famed. Namely, neutral cornering, adjustable handling and a ride which perfectly combines both comfort and sportiness. Naturally, Ford has progressed too and their Focus is now far more refined and cosseting than the standard setting Mk1. In this transition the danger was always that its fun characteristics would be diluted out.

Thankfully, I can report that this model retains some of the original’s joie de vivre while building on the Mk2′s quality gains. The dash for instance, now uses soft touch plastics for not only its upper moulding but the lower half too – a rarity at the price and in this class.

Further inspection reveals stereo controls that fall readily to hand. But like the climate control unit, it has a profusion of small buttons which can be difficult to operate quickly on the move. And by occupying such a large area of the central console the stereo also necessitates a lower siting for the climate control unit – it now faces the gear stick and requires one to glance momentarily down to adjust the temperature settings. Luckily, the systems are intuitive and you quickly learn how to adjust their controls.

Much has been written about the peerless refinement of the 1.0 Ecoboost engine and I found its smoothness throughout the rev range uncanny. Virtually silent at idle, the note gently hardens as revs increase but never becomes intrusive and there is no discernible turbo lag either. It’s willing at all revs but the higher gears (5 & 6) are best left for cruising speed. With 125 foot pounds of torque and the same bhp, this is an engine that does need to be worked. And it’s a pleasure to operate at the ceiling of its rev band. Slotting the gear lever between its six ratios requires little effort though I found the action a little springy.

Driven with tenacity through Millbrook’s challenging hill route the tyres and chassis never indicated that they were being stretched – this car has high limits which I didn’t come close to exceeding. The Focus’s light, ultra compact engine – that will fit on an A4 sheet of paper – translates into cornering behaviour that is more sports car than family hatch. It’s keen to dance through bends and can handle rapid direction changes as there is virtually no inertia to speak of.

At all speeds the steering would benefit from more feel and electric assistance robs the rack of a degree of pleasure that you get from the old car’s helm. But, we’re talking inches rather than miles here. No, it isn’t as adjustable as the Mk1 but its limits are higher and one can still trim the cornering line with the throttle. The suspension now feels softer too and Ford has achieved this without any compromise in body control. As speeds increased I also found no reduction in stability – the car remaining flat and controlled on the open stretches and through bends. On the high speed bowl it sat comfortably at 100mph, and thanks to intelligent gearing was only pulling around 3,000 rpm at 85 mph.

To look at Ford’s Focus was once the most distinctive car in its class. While it can no longer lay claim to this title the car still retains elements of visual appeal. The front of the vehicle for instance features two spear like creases that stretch from the grille over the bonnet and tail off just before the windscreen. And, like the previous models, there is a further pressing that punctuates the body and runs the length of the car – this helps define the wheel arches.

To these eyes, the Focus’s most exciting visual cue is its pronounced rear shoulders which also form part of its rear light assembly.

Verdict

The 1.0 Ecoboost Focus brings something unique to the C sector class. If you’re looking for a family hatch be sure to drive the Focus 1.6 EcoBoost, 2.0 TDCI and a model with the 1.0 litre unit before making a decision. It’s 1.0 litre engine offers similar performance & economy to rival 1.6 units – and even Ford’s own, normally aspirated 125 bhp 1.6 – but consumes no more fuel than engines in the 1.2 – 1.4 range. So sophisticated and enjoyable is this powertrain that it helps define an already impressive package – one that is comfortable, fun, well built and with particularly low ownership costs.

Words and Photos by Josh Ross (www.http://joshsross.wordpress.com)

Technical Data

Price as tested: £19,195
Engine: 1.0 turbo 125bhp - 0-60mph: 11.5 secs - Maximum Speed: 120mph -
Economy: 44mpg (urban) –64.1mpg (extra-urban), 55.3 (combined) - Emissions: 114g/km (Band B) - VED (12 months): £30
Dimensions: Length 4358mm - Width: 2010mm - Height: 1484mm - Wheelbase: 2300mm

*data from Ford UK