Jurgen from Frankfurt and Jerry from Frankfort can finally drive the same Ford Focus once again now that Ford has seen fit to offer essentially the same compact car in the United States as in the rest of the world.
After about a decade of selling a compact sedan that was as competitive at its introduction as it was laughable when it was discontinued, Ford has decided that we’re all worthy of – and that it is capable of making enough money on – one globally-engineered compact car.
What is it?
Engineered primarily by Ford of Europe in Germany, the 2012 Ford Focus is available here in both four-door sedan (as tested) and five-door hatchback configurations. Sharing nothing with its immediate predecessor in North America, it is essentially an updated and reconfigured version of the outgoing Euro-spec second-generation Ford Focus. Buyers in North America missed a generation, instead receiving a badly warmed-over version of the first-generation model. It was bad. Really bad.
But things are off to a good start with this car, which bears little in common other than a name and a general place in the market with its predecessor. We like to be surrounded by nice things, so we anted up for a well-equipped Focus Titanium sedan, the range-topping model in the U.S. Although buyers here want four doors, Ford realized that the two-door coupe Focus it briefly offered here was a flop – so a hatchback is also available once again.
At $25,805 as tested, the Focus Titanium is at the opposite end of cheap. But Ford is banking on buyers moving en masse to compact cars as gasoline prices continue to climb, so it felt the need to offer more luxe than is normally associated with the compact class. It’s a theme we encountered first, arguably, with the Focus’ Mazda3 platformmate, and it’s something we’re also seeing from the Chevrolet Cruze and the Hyundai Elantra.
What’s it up against?
Were you paying attention? Aside from its three main rivals above, Focus has the class leaders (at least in terms of sales) in its sights: Honda Civic and Toyota Camry.
But don’t count out the Volkswagen Jetta and Kia Forte as worthy competitors.
Any breakthroughs?
While base models play to the mainstream, our loaded up Focus Titanium offered quite a few add-ons and gee-gaws.
Ford’s MyFordTouch infotainment system takes center stage in a high-resolution display mounted high on the console. Working with the Sync connectivity system co-developed with Microsoft, MyFordTouch is a geek’s best friend. And we mean that in a literal sense, since the system is a bit socially awkward and not especially quick on its feet.
Ford aims the Focus at enthusiasts, too, so our Titanium was optioned up with a $595 Handling Package with 18-inch alloy wheels, performance tires and a sport suspension.
Mechanically-speaking, the Focus features a fast-shifting, fuel-saving dual-clutch transmission mated to a 2.0-liter direct-injection four-cylinder.
What’s it look like?
The latest recipient of Ford’s kinetic design language first introduced in Europe about half a decade ago, the Focus looks like a mini-Taurus from many angles. It eschews the bulky Gillette-inspired grille seen on its Fusion sibling for a gaping fascia. Some called it a catfish look, while others asked if it was missing some panels. The general initial impression wasn’t favorable, but things started looking up once we wandered around to the side of this four-door.
Appearing narrower and taller than it is from some angles, the Focus benefits from an expansive greenhouse and a sleek shape that looks more like a sloping hatchback sedan than a sedan. Its sides are clean and devoid of unnecessary accoutrements, while big tail lamps reach well into the rear fenders. The rear end – or the derriere, if you will – was our favorite Focus angle. Tidy without being bland, it looks and feels very European with its extra reflectors and wide license plate parking spot.
Our tester’s Handling Package gave it big five-spoke alloy wheels wrapped in ungodly expensive Michelin Pilot Sport 3 tires. Replacing all four will run you $1,092 for rubber alone, according to the Tire Rack.
And on the inside?
Shield your eyes! We’d invest the $450 we could have spent on our tester’s Artic White Interior Style Package in our tester in our Michelin Rubber Replacement Fund.
Curious white-and-black scheme aside, there’s much to like about the Focus’ new digs. A driver-centric dashboard puts a unique four-spoke steering wheel in front of the captain. Clear gauges with a high-resolution trip computer display are nice touches not normally seen in compact cars, although lower-spec Focuses – Focii? – lose the LCD screen. A second hood in the center of the dashboard covers the big MyFordTouch screen, while touch-sensitive audio controls and more traditional dual-zone automatic climate controls rest further below. The gear lever is canted at an angle and a funky parking brake pokes out right next to the driver’s thigh. Moving back, you’ll find a pair of heated seat switches and a center armrest covering a dual-level storage area.
Certainly, everything is a vast improvement from before. And the look is genuinely unique, unlike anything else seen in the compact car world – especially in black and white. We actually grew to like our tester’s matte white dashboard finish, although it instantly showed finger smudges. The white steering wheel, seat, door panel and floormat trim never resonated with us.
At least the front seats were comfortable, although the leather wrapping them felt more econocar of yore than mini-premium machine.
Materials were a mixed bag. While there are more soft touch surfaces than you’ll find in most rivals, we noticed several misaligned panels, lots of flash lines and a generally inconsistent feel to the trim. We were especially miffed at the flimsy interior door pulls, which seemed to want to take the panel – but not the door itself – with them when tugged.
We also weren’t thrilled with MyFordTouch, which seems more gimmicky than genuinely useful. Although the basic premise of the system is simple enough, its displays are needlessly busy and the system is annoyingly laggy. Switch Sirius stations and you’ll wait a couple of seconds for artist and song information to show up. So to the limited redundant buttons; we think six preset buttons should be present on every dashboard. Even BMW got the hint with its iDrive.
But back seat riders had little reason to complain. Plenty of room for two – or three in a pinch – make the Focus one of the roomier offerings in the segment. The same couldn’t quite be said for the trunk, which featured a full-size spare tire that propped up the trunk floor about three inches higher than it should have been. Then there was the Sony subwoofer, which ate even more room. We could just barely wedge a roll-aboard suitcase into the trunk on its side. Skipping the Handling Package and Sony audio system will net you a deeper and wider trunk.
But does it go?
Ford offers the Focus with just one engine but three transmission styles in the U.S., including the six-speed dual-clutch automatic unit with a manual mode tested here. Lesser Focuses come with a five-speed stick or a six-speed dual-clutch without the manual mode.
Regardless of transmission, the 2.0-liter direct-injected four-cylinder puts out a decent 160 horsepower at 6,500 rpm and 146 lb-ft. of torque 4,450 rpm. Not lacking in refinement, the 2.0-liter sets the standard for smoothness in the segment. With horsepower and torque peaking fairly high in the rev range, drivers need to give the four-cylinder a bit of a workout, but that’s not the buzzy affair it is in so many rivals.
Dual-clutch transmissions usually require an acclimation period, but the Focus’ PowerShift-branded unit delivers such syrupy smooth shifts that we really wondered if our tester had been mistakenly equipped with a traditional automatic. If you’re looking for rapid-fire shifts like Volkswagen’s DSG unit, you won’t find them. Instead, the transmission is smooth and relaxed, although it wasn’t shy about downshifting when called upon. Instead of paddle shifters, the higher-spec Focuses get a toggle switches on the side of the gear lever. They’re not much fun to flap around, but they do at least fire off decent manual-style shifts.
A thick-rimmed four-spoke steering wheel feels great in drivers’ hands, but that’s about all we really liked about the Focus’ steering. Numb but nervous at speed, the steering felt exactly like what it is – artificial electric power steering. Weighting was inconsistent, especially over undulating terrain, where the big 18-inch tires wanted to dart every direction. Especially directly off center, turn-in was oddly imprecise.
That’s not to say that the Focus isn’t sporty in its reflexes. Video game steering aside, the chassis is remarkably rigid without feeling heavy. Once tossed into a corner, the fully independent suspension settled in nicely, providing ample grip and a pleasantly neutral feel. Unlike rival Chevrolet Cruze, the Focus doesn’t nose-dive its way through corners, which means that its multi-link rear suspension is well sorted.
Aside from some clunks over rough pavement, the Focus otherwise gave us the feeling that it was an upscale car at a (generally) non-upscale price. Road noise was limited, second only to the silent Cruze, and the tiller settled itself nicely once on the highway.
And speaking of highway, we never quite saw the EPA’s suggested 37 mpg highway figure, but the 27 mpg in the city seemed achievable. We averaged about 31 mpg in mixed driving – a tick above norm for compact cars. You’ll fill up often, though, since the tank is a miniscule 12.4 gallons compared to the 15 gallons you’ll find in most rivals.
Why you would buy it:
Ford has finally built a solid and competitive compact car. Go easy on the options and this is a likable four-door.
Why you wouldn’t:
MyFordTouch’s 100-plus page owner’s manual scared you off.
Leftlane’s bottom line
In its attempt to be a jack-of-all-trades – a sports sedan with an upscale feel at a decent price – the 2012 Ford Focus comes up short. But if you stayed away from a few options – namely, MyFordTouch and the Handling Package, you’d wind up with a reasonably-priced compact four-door that does just about everything else right.
Not quite as classy inside as the Cruze and not quite as fun as the Mazda3, the Focus nonetheless strikes the kind of balance that buyers singing the compact car gospel are often seeking. It deserves serious consideration – just know what you’re getting into before you spec it up since it forces a surprisingly large number of compromises in its effort to do everything right.
2012 Ford Focus Titanium base price, $22,270. As tested, $25,805.
Package 401A, $1,295; Winter Package, $470; Handling Package, $595; Arctic White Interior Style Package, $450; Destination, $725.
Words and photos by Andrew Ganz.
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