2005 Ford Focus Review

Specifications

Getting Better With Age

I forgot just how good Fords entry-level Focus was until I recently took the opportunity to join the domestic automaker for a ride and drive event in Mont Tremblant, Quebec, Canada.

I didnt remember that it was engineered in Europe to meet the performance-oriented demands of a populace that drives at much higher speeds on average, than those of us in America. I had heaped it among some of its domestic small car rivals that dont offer its better than average switchgear quality, comfortable yet supportive seats and roomy interior. Truly, my memory had failed me.

I suppose, despite being a rather daring styling exercise when it debuted in 1999 as a 2000 model, the Focus has become somewhat commonplace. Its not indistinguishable in comparison to other compact models, mind you, still featuring the odd but nevertheless stylish C-pillar taillight treatment in 3- and 5-door guise, new-edge profile and unique front end design, but what was bold and daring last century is now quite acceptable.

Of course, the car went through a minor redesign a little less than a year ago, which softened its appearances, especially from the front, and enhanced its cabin. With that change came the new ST; a zippy little sedan with more power than the base car and a few go-fast styling tweaks, such as a body-color grille and fog lamps up front, plus a rear decklid spoiler out back. Its interior is upgraded too, sporting a leather-wrapped steering wheel, shift knob and optional leather seats.

I took the opportunity to drive the ST from Dorval Airport in Montreal to Mont Tremblant, and was reminded of what a great little car it is. On the highway the ride quality is surprisingly good, and the 151-horsepower 2.3-liter four-cylinder, with 154 lb-ft of torque, is quite energetic. The ST only comes in five-speed manual trim, which is just fine with me. The shifter is quite smooth, clicking from gear to gear in positive, distinct increments, while the clutch is just heavy enough to make it feel substantial.

I arrived in Mont Tremblant feeling refreshed, not only because the sun was shining and the township is one of the prettiest in la belle provence, but because I truly enjoyed the drive up from Montreal. My back didnt suffer from uncomfortable seats, and the general layout of the car made it so I didnt have to fidget to find my way around its various controls.

The next morning I drove to the track in a Focus wagon, a virtual cavern of mobile space optimization. Its taller than most compact wagons, providing ample headroom, and like the sedan offers decent hip and shoulder room. The wagon was fitted with Fords four-speed automatic transmission, which, while removing some of the cars fun factor, coupled with the models base-line 136-horsepower 2.0-liter inline-four with 133 lb-ft of torque, moved it along at a relatively brisk pace when called upon. The standard five-speed manual transmission is even more entertaining.

At the race track, the second reason I want to retire in this community, the first being top-tier downhill skiing, Ford had included two examples of its compact model. The first was a ZX5 hatchback, and the second was an ST, seemingly identical to the ST sedan I drove the previous day. I immediately jumped in the 5-door and took to the track.

Lets face it, while 151-horsepower might feel like its got game when coursing around town or through a winding highway, on a racetrack thats been designed to accommodate 200 mph sports cars the Focus felt fairly anemic. Still, despite struggling to find pace on the straights, the cars nimble chassis and direct steering made for an extremely tossable ride in the curves. The handling was so good that I hardly needed to use the brakes at all, except for a quick right and left onto the first straightway, and then one sharp right hand turn at the end of a long straight, plus another quick left after passing under the “bridge”, and again one more right hander just before the pits.

Id ride into the tracks right angle bends feathering the brakes, which added just enough front-wheel traction to bite into the tarmac, and then powered out with the rev-happy engine peaked at redline between shifts. At the end of the longest straight, speeds were approaching 100 mph, when a little dab at the brake pedal was all that was needed prior to hopping a couple of curbs on my way through yet more sweeping curves. I ran the track a few times in both cars, feeling a little more confident with each pass, and increased my appreciation for the little Focus lap by lap.

But it wasnt until I took a Focus ZX3 for a run in Mont Tremblants countryside that I really understood the cars potential. The roads that make up the towns surrounding area are windy enough to test any cars mettle, but more than just bends and undulations theyre as rough as Peruvian cattle trails, with more crater-like potholes, ski-jumping frost heaves and mismatched, patchwork pavement improvement projects than anywhere else on the North American continent - downtown Detroit aside. Where the tracks ultra-smooth surface made the Focuss suspension seem a bit on the soft side, the roads rugged terrain made me grateful for reasonable suspension travel.

Vertical suspension travel, which translated into regular English means the ability of a suspension system to move up and down in relation to road surface irregularities, hopefully isolating the vehicles occupants from what would otherwise be a bone-jarring experience, is absolutely necessary for keeping a cars tires glued to the road. If a suspension is too rigid, when it meets a bump or dip the tires will break traction, and the car will relinquish some control.

The Focus maintained an amazing amount of traction when pushed hard on roadways that can only be described as punishing. I noticed a slight buzzing rattle coming from somewhere near the glovebox, but considering the terrain being covered it was a fault I could accept. The course included a short stint on a smooth freeway too, as well as some lower speed bits in the old town of Mont Tremblant, and no such annoyance was heard. Also, there was no such noise heard on the smoother surfaces I enjoyed the day prior, or on the track. Actually, the car felt ultra-tight, rather unusual for this bargain-basement class.

While most Focus buyers wont test their cars on the roads around Mont Tremblant like I did, or for that matter on a world-class racetrack, it should come as some comfort to know that the same car which carries their kids to and from school, and then gets them safely to work and back is capable of avoiding a potential accident if called upon. Thats the true benefit of an agile suspension, and probably the single most important safety feature next to a course in defensive driving.

Of course, the Focus comes standard with passive safety features too, such as three-point seatbelts all-round with pretensioners up front and the LATCH child safety seat system in back, as well as a protection system Ford dubs APSS, for Advanced Personal Safety System, which uses a variety of sensors to optimize the dual-stage front airbag deployment. Optional front side-impact airbags are available too, but its athletic chassis and available antilock brakes, combined with optional four-wheel discs, can make it so such passive safety systems are never needed.

And like its safety features, the Focus can be had with some pretty exclusive luxury add-ons such as leather and suede seats, a power glass sunroof, an AM/FM Sony Audiophile sound system with an in-dash 6CD changer and MP3 player capability, and much more.

So, while the Focus might offer a high level of standard and optional equipment, deliver better than average driving dynamics and pretty good perceived quality, the touchy-feely aspect of a cars interior and exterior, wouldnt you be better served to purchase an Asian import? After all, Honda and Toyota epitomize reliability, as well as safety and fuel economy.

Well, thats a choice youll have to make on your own, but dont pass by Fords compact entry just because youve got a bias against domestics. The Focus, which was plagued with recalls when introduced, is now one of the most reliable compacts on the market, and that according to Consumer Reports which just recently chose it as a ten best pick for the second year running. Whats more, Californias Strategic Vision just rated the Focus the best Small Car in its recently released Total Quality study, “tied” with the Hyundai Accent and Mazda3 despite achieving 860 points, compared to 859 for the other two.

Bottom line, the Focus is a very good car. If it was boring to look at, mundane to drive and didnt offer many standard features or body styles, but delivered solid reliability, it might still be a good buy. But the Focus delivers dependability while benefiting owners with unique styling, engaging driving dynamics, a total of four body styles and a host of top-drawer features, all for a very competitive price. Its definitely a car worth serious consideration.