3rd Gen Focus - First Drive

[vztrt]

First drive: Ford sets Focus on small

We drive Ford’s most important car since the Model T, the third-generation Focus

31 January 2011

By MARTON PETTENDY in LOS ANGELES

FOR the world’s third largest car-maker, the global automotive industry as a whole and Blue Oval small-car fans everywhere, it is difficult to understate the importance of Ford’s third-generation Focus.

Due in Australian showrooms during the third quarter of this year in both five-door hatchback and four-door sedan body styles, the MkIII Focus – a nameplate that has attracted 10 million customers since 1998 – is more than just a litmus test for the US company’s One Ford global product strategy.

The next Focus replaces a model whose dynamic prowess was matched by its stellar sales success in Europe and rides on an all-new platform that, instead of being shared with Mazda’s 3, will underpin 10 new small Ford global models with 80 per cent parts commonality.

Australia's version was at one stage to have been built at Broadmeadows but now will be sourced initially from Ford’s Saarlouis plant in Germany before production for Australia switches to a new Thailand plant in 2012.

The replacement for Ford’s top-selling model is now also being built in North America and, soon, Russia and China for sale in 122 nations. Once all 10 model derivatives are on sale, Ford estimates it will produce two million C-platform vehicles a year by 2012 – double the number in 2008.

Production of Australia’s MkII Focus, released here in June 2005, ends in South Africa soon and, although replacements for the three-door hatch and coupe-convertible are not in the pipeline, the MkIII Focus range will comprise five-door hatch, sedan and wagon variants.

First shown at last year’s Detroit motor show and now in production at Ford’s Michigan assembly plant, the redesigned Focus represents the Blue Oval's most serious tilt at similarly global small cars like Toyota’s top-selling Corolla and the Mazda3.

In preparation, Ford used this week’s global launch of the Focus in Los Angeles – where GoAuto sampled both hatch and sedan versions in peak-hour city, freeway and mountainous backroad environments – to tout the car’s new level of quality, refinement, efficiency, performance and technology.

Among a host of firsts for the new model is a bodyshell that is claimed to be 30 per cent more rigid than before, due to the fact more than half of it (55 per cent) will be made from high-strength steel. As well, 26 per cent of the vehicle is made from ultra-high-strength steel, including Boron – more than any other Ford model.

The result is vastly improved noise, vibration and harshness (NVH) levels – including interior wind noise that Ford claims is much lower than in rivals such as the VW Jetta and Mazda3 – making the new Focus feel like a mini-Mondeo in terms of interior quietness and ambience.

The fully independent Control Blade multi-link rear suspension assembly famously pioneered by the original Focus back in 1998 is now attached to the chassis by a separate sub-frame, also reducing road noise.

Of course, the latest interpretation of Ford’s ‘kinetic’ design language not only makes both the lower, longer and wider hatch and sedan models look more upmarket than before, but results in an aerodynamic drag coefficient of as low as 0.297Cd for the sedan, which according to Ford makes it slipperier than both the Jetta and Holden’s Cruze.

Also contributing to an alleged seven per cent improvement in aero efficiency are under-body panels and a new BMW-style active grille shutter system, which blocks cooling airflow when not required to improve aerodynamics at higher speeds and reduce engine temperatures at low speeds.

Australia’s Focus will launch with two direct-injection 2.0-litre four-cylinder engines – a Duratorq turbo-diesel and a Ti-VCT petrol – matched with both five-speed manual and six-speed dual-clutch Powershift automatic transmissions. The latter is already found in the current Focus TDCi hatch, but will replace the conventional four-speed auto in other models.

Later, the same 2.0-litre EcoBoost petrol four that will see duty in the Falcon this year will power next year’s Focus ST/XR performance flagship. It will replace the current Focus XR5's turbocharged 2.5-litre five-cylinder engine and will again be matched only with a six-speed manual gearbox.

Ford2011 Focus center imageOnly the 2.0-litre petrol four – North America’s staple engine – was made available at the launch, where it delivered adequate but not startling performance with outstanding smoothness and quietness all the way to its 6500rpm redline.

Base kerb weights for 2.0-litre petrol models increase by up to 50kg, with the five-door manual weighing 1310kg and the four-door auto weighing 1340kg.

Although it is not noticeably heavier than before, the appreciably stiffer bodyshell gives 2012 Focus drivers a feeling of large-car solidity that is lacking in direct rivals like the Corolla and Mazda3.

Despite this, and although our spirited drive resulted in fuel consumption of around 9.0L/100km, Ford says the 2.0-litre Focus is the only petrol-powered automatic small car to deliver highway fuel economy of just 40mpg (5.9L/100km).

Along with reduced fuel consumption (Australia’s current Focus petrol manual officially uses 7.1L/100km on the combined cycle), peak power is up to around 119kW at 6500rpm (from 107kW) while maximum torque increases to about 198Nm at 4450rpm – from 185Nm, both at similar revs.

The vastly improved dual variable valve timing petrol four matches well with the dual-clutch Powershift auto, delivering instant up and down shifts via the somehwhat fiddly new thumb-shift buttons on the side of the gearshift knob.

Sadly, however, the VW DSG-style automated manual can be lazy in drive mode, lacks steering wheel shift paddles and does not permit full override even in manual mode.

Ford says the 2012 Focus’ chassis and suspension tune – including the new Porsche-style Active Torque Vectoring system that brakes individual driven wheels to improve traction and provide a form of electronic limited-slip differential – will be almost identical across all markets and after driving it we think that’s a good thing.

Riding on 16, 17 and 18-inch Continental tyres (the latter as part of the US market’s optional sports package) on California’s billiard table-smooth bitumen surfaces, ride quality was never less than perfect and initial impressions suggest the set-up should cope well with Australia’s lower quality blacktop.

Pushing harder on the tight and twisty tarmac that weaves its way through the peaks and canyons east of Malibu, the entry-level Focus we drove did display some bodyroll and typical mid-corner front-drive understeer, but the sportier Titanium model variant offered an appreciably firmer (but no less plush) ride and, for a small car, body control in all models was always poised and polished.

If there is a downside to the Focus’ new-found panache, however, it is steering. Few cars have made the transition from conventional hydraulic to electric power steering and it seems the Focus – a nameplate that has the enviable reputation of being one of the sharpest steering small cars ever – is no exception.

Building on the rest of the car’s prestige feel, the Focus tiller is unaffected by the kickback, rack rattle and torque steer that afflicts many small cars and feels well weighted at both parking and highway speeds, where it offers an excellent straight-line ‘self-drive’.

Unfortunately, however, the downside of the new EPAS steering system – which brings with it worthwhile fuel consumption reductions and a gimmicky but first-in-class automatic parallel parking function that parks the car in 24 seconds – lacks response off-centre and is almost totally devoid of feel and feedback, let alone the tactility and precision of its forebears.

Yes, a brilliantly resolved ride/handling compromise and super-stiff bodyshell combine to make the Focus as agile as ever and its vice-free chassis will appeal to a much broader audience than ever before, but compared to its sharp-steering predecessors the latest Focus will be a let-down for enthusiasts. Let’s just hope the ST/XR and, perhaps, RS models to follow do not follow suit.

Ford Australia will again offer a number of mainstream Focus model grades, culminating in the top-shelf Titanium variant which tops the range in the US, where S, SE and SEL versions are also now available.

Ford describes its first global model as the most hi-tech Ford ever and says the 2012 Focus offers more affordable technologies than the Corolla and Honda’s Civic, as well as larger models like the Camry and Accord.

Although Australia’s standard equipment list is likely to be more extensive across the board, in North America the entry-level Focus S sedan comes standard with electronic stability control, twin front, side and curtain airbags, air-conditioning, front power windows and a 110-Watt sound system with input jack.

The Focus SE hatch adds MyKey programmability, automatic quad-beam halogen headlights, steering wheel audio controls, rear power windows, a rear spoiler, 60/40-split folding rear seatback and a rear windscreen wiper.

Mid-range Focus SEL models gain two extra speakers, a rear 12-volt outlet, dual-zone climate-control, cruise control, ambient lighting in seven colours, and MyFord and Ford Sync USB connectivity, while the Titanium flagship adds sports-tuned suspension, 17-inch machined alloy wheels, keyless entry/starting, a 10-speaker Sony sound system, full leather trim and the new MyFord Touch system with piano black surround and eight-inch colour touch-screen.

The latter takes voice-activated audio, climate and navigation control to a new level in a small car – and also features a rear-view camera, Wi-Fi and text-to-voice capability, Bluetooth connectivity, two five-way steering wheel controls and an HD radio with iTunes tagging.

Alas, the MyFord Touch system remains two years away from Australian shores, but the Fiesta-style push-button sound system on the cockpit-style centre stack in lesser Focus models still looks classy.

Base models also do without the soft-touch door trims seen in the Titanium, but all variants offer a luxuriously soft animal skin-like dash surface, highly supportive sports seats with driver’s adjustment, and a high-end TFT info screen between the instrument dials.

The cabin of Ford's latest Focus is as modern, upmarket and high-quality as the car's elegant new exterior, as well as being as ergonomic as a Golf and as high-tech as an Audi.

Its rear seat still isn't as spacious as an Opel Astra's but, according to Ford, the Focus sedan affords more front headroom than a Camry, more front legroom and shoulder room than an Audi A4 and more rear headroom than both the A4 and Camry.

We didn't like the cheap-looking matt-black lower door and bumper strips that adorn all models and some front occupants might find the V-shaped centre stack causes discomfort to the knee, but outstanding attention to detail, surprising touches like the one-touch lane- change indicators, capless fuel filler and decidedly German-sounding door-thud tend to make up for that.

Electric steering might make the new Focus less fun to drive than before, but the new model improves on its accomplished predecessor in every other respect and now offers first-class ride, refinement and technology.

Add to that an otherwise superb ride/handling package, impeccable design and build quality, class-leading petrol engine efficiency and handsome new exteriors and Ford’s newest small car is certain to attract far more fresh customers than it scares away.

[vztrt]

http://www.autoblog.com/2011/01/31/2...iew-road-test/

First Drive: 2012 Ford Focus

by Zach Bowman (RSS feed) on Jan 31st 2011 at 11:57AM

Ford Proves It Can Build A Compact With A Pulse



We should no longer be surprised by the notion of a compact car with big-sedan features and eye-popping fuel economy. New creations like the Hyundai Elantra and Chevrolet Cruze have gone about making the compact segment one of the most hotly contested arenas in the market, rankling the chains of long-time fighters like the Honda Civic and Toyota Corolla in the process. But while the Cruze and Elantra have proven that big content can come in small packages with smaller price tags, there's a growing sense that the fun-to-fling small car may be on its way out in favor of commuters that have inherited the soft-riding genes of their bigger brethren.

In a way, the change was all but inevitable. Whereas the compact segment once served up a cornucopia of rides that were low on power but big on handling, the market has proven that above all else, buyers in this neck of the woods want value. In an effort to pinch every last copper cent, both Hyundai and Chevrolet have scrapped the independent rear suspension in their respective compacts in favor of the considerably cheaper torsion-beam design.

So when Ford announced that American buyers would finally be able to get their hands on the global Focus, our ears perked up. The last Euro-Focus had built a reputation for being a smart handler, and if this latest version could make it across the pond without becoming too watered down in the process, compact buyers would once again have a vehicle that's as fun to drive as it is responsible to own. Now we get to find out if Ford pulled it off.

From the exterior, there's no mistaking the 2012 Ford Focus for a flat-line commuter. The FoMoCo designers graced both the four-door and five-door body styles with a menacing fascia that makes use of massive faux air-inlets on either side of the main grille, and the blacked-out treatment is plenty sharp in the flesh. That's especially true when the Focus wears the optional 17-inch painted alloy wheels of our sedan tester. Ford is planning to offer a whopping total of 11 different wheel variants, with 18-inch, multi-spoke rollers topping the charts.

Wrapped headlights carry your eye around the side of the Focus, where a sloping shoulder line and subtle strake help give the car a sense of movement in four-door guise. Out back, the sedan wears a remarkably short trunk deck, though the wrapped tail lamps go a long way toward helping everything feel cohesive. We couldn't really drum up a complaint with the appearance of the sedan, but the five-door variant is far and above the looker in our book.

While the hatch makes use of the same front bodywork as its four-door kin, the five-door presents a much more sorted rear. Tricks like a fuel door that's integrated into the tail lamp design and an attractive roof spoiler go a long way toward making the Focus hatch one of the more creatively styled compacts.

Inside, the Focus offers up an interior that, while nice, isn't going to redefine what buyers have come to expect from small cars in America. Base trim delivers comfortable cloth seats with acceptable bolstering, though the two-tone grey on black cloth of our sedan tester was more than a little cringe-worthy. The good news is that the higher you climb on the option sheet, the better those thrones become. Ford does offer handsome leather buckets with contrasting stitching if you can't stomach the thought of parking your keester on the low-rent seats.

Seating material aside, the Focus uses stylish, easy-to-read gauges that are supplemented by a small LCD screen nestled between the tachometer and the speedometer. The screen can be set up to display everything from fuel economy to your trip meter, average speed and a host of other information. Handy controls on the steering wheel make the screen easy to use and easier to set up, though we wouldn't recommend flipping through the categories while on the road.

The center stack on the Focus offers more buttons than you can shake a stick at, and at least half of them are tangled up in the same number pad found on the Fiesta. Lower trim levels are stuck with HVAC controls that feel right at home in this segment, though buyers opting up for the Titanium trim level are rewarded with more upscale kit.

For now, the 2012 Focus is only available with one engine option – a 2.0-liter, naturally aspirated direct-injection gasoline engine with 160 horsepower and 146 pound-feet of torque. Buyers can have the mill bolted to either a five-speed manual or dual-clutch transmission, and while the EPA hasn't quite wrapped up testing on either configuration, Ford tells us that we can expect at least one variant to eclipse the 40 mpg barrier. That means that unlike the Hyundai Elantra, which manages to hit 40 mpg no matter the trim, the Focus will only be able to pull off the fuel-economy stunt with a special package just like the Chevrolet Cruze Eco.

Still, that doesn't mean the standard Focus is a slouch at the pump. Ford packed in plenty of learned lessons from its successful EcoBoost program into the 2.0-liter, including a specially-ported intake manifold to increase air flow and twin variable valve timing. Even with plenty of hammering during our time in the cockpit, we saw around 32 mpg in mixed driving, and we're curious to see exactly what the vehicle can return under more sane conditions. Considering that Ford is shooting for an 18-percent increase in fuel economy compared to the 2011 model, the standard 2012 Focus should land somewhere around 30 mpg city and hit high 30s on the highway.

While it's a little disappointing to hear that not every Focus model will be able to return 40 mpg highway, we're bolstered by the handling that Ford has managed to bake into its new compact. The Blue Oval made use of a MacPherson strut set up in the front with a hefty 23.5-millimeter stabilizer bar, and out back, the Focus delivers a multi-link independent rear with a 19-millimeter bar. The result is one of the most well-planted compacts in the segment. Really lean on the Focus and it will serve up sharp turn-in with very little understeer, and the five-speed manual transmission is perfect for banging your way through the gears. With one fell swoop, the 2012 Focus has managed to knock both the Honda Civic and the Mazda3 off their fun-to-drive thrones.

Unfortunately, if you want the Titanium Handling Package package that throws in 18-inch wheels, stickier summer tires, revised dampers, springs and sway bars, you're stuck opting up to the Titanium package. If we were looking for a quality commuter that's fun to sling down our favorite set of twisties, we'd opt for an SE with the five-speed manual and spend the money saved on a new set of tires.

At this point, you're probably thinking that a dual-clutch transmission makes perfect sense on a sport model. You'd be right, only Ford has programmed this cog box to handle shifts just like a standard automatic. While you can technically coax the transmission into a gear of your own choosing by clicking the tiny rocker button on top of the shift lever, gear swaps are slow and soft. If you're really looking to cover some ground with a vengeance, you're better off opting for the manual 'box.

That's not to say that the dual-clutch transmission is lackluster for fielding commuting duty by any means. On the street, the shifts are perfectly smooth, and while the transmission tends to hold gears a bit longer before down shifting than we'd like, the truth is that this piece is a huge improvement over the old automatic.

Ford has priced the 2012 Focus Sedan starting at $16,995 in S trim, though opting up to the five-door in SE guise will set you back $18,790. If your pockets are a little deeper and you like the look of the more polished interior, Titanium trim will go for $22,995 for the sedan and $23,490 for the hatch. That base price puts the Focus at over $1,100 more than the 2010 Honda Civic sedan, though with more horsepower and better theoretical fuel economy, buyers will get what they pay for with the newest addition to the FoMoCo family.

Ford has made it clear that it doesn't intend to be left out of the new wave of high-quality compact vehicles, and the 2012 Focus manages to bring a level of sophistication, comfort and handling that we've never seen from the automaker's efforts in this segment. The Focus has finally grown into a genuine top pick in a field that's already packed with strong contenders. Our only complaint is that we have to wait a full year before the high-horsepower Focus ST model finds its way to the streets. Consider yourselves warned, Civic Si and MazdaSpeed3.

The bottom line is that the 2012 Ford Focus is a compact car with a pulse. With its more youthful exterior and sharper handling compared to either the 2011 Hyundai Elantra or 2011 Chevrolet Cruze, the Focus is perfect for buyers who want more than transportation from their vehicles. And with available goodies like MyFord Touch and a hatchback body style, the Focus also delivers a little extra usability than either of those offerings. If you're willing to give up a few miles per gallon for a few extra giggles per apex, it's hard to do better than the Focus.







MORE PICS

[Polyal]

The rear end will take some getting used to, funny how similar the lights front and rear are to the new territory. Educated guess will mean FG2 will get the same treatment.

Is that handbrake in the same place we bag the VE's about? Will be interesting to see how the ergonomics go.

I was about to say whats the odd patch under the RHS tail light, Im assuming its the fuel flap?

[vztrt]

I did a double take with the rear end, thought I was putting up a photo of the Fiesta.

[Polyal]

Originally Posted by vztrt

I did a double take with the rear end, thought I was putting up a photo of the Fiesta.

Well I guess the more they can share the better....as long as they nail the design.

For a Titanium its lacking a bit of bling too.

[Franco Cozzo]

Looks a lot better than my LV

I quite like the styling.

[pertuan]

That middle console reminds me of the current ix35. :-|

[Bucknaked]

I am not a fan. Styling is off. I was thinking the Megane is the ugliest worst designed car I've ever seen, this is right up there with the Megane.

[vztrt]

http://theage.drive.com.au/motor-new...131-1aa29.html

First drive: New Ford Focus
Steve Colquhoun
January 31, 2011



Sunset Boulevard. Mulholland Drive. Malibu. Ford Focus. Three are haunts of the famous and cool; the other desperately wants to be.

Ford chose the streets of Los Angeles and Beverley Hills, plus the snaking canyon roads to the city's north-west, to introduce its reborn small car to the media. It hopes some star power might rub off on a model that represents one of the most critical of the numerous launches it has planned for this year.

The small car segment is Australia's largest and the company's solid-yet-unspectacular current model has fallen off the refinement and quality pace set by the likes of Volkswagen's Golf. New talent was sorely needed.

With its newly chiselled jaw, smoldering eyes and a taut rear end that's clearly had a nip-and-tuck, the Focus now has the movie star looks to give Brad Pitt a run for his money. But it takes more than just an artful pout to make it in Tinsel Town, so the obvious question is whether this seasoned performer can successfully re-invent itself for another tilt at the bright lights.
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Before a wheel is turned it's clear there's a new design ethic, both outside and in. As well as striking a purposeful stance in both the sedan and especially the hatch variants that will sell in up to 120 countries including Australia, a complete overhaul of the interior puts the Focus back on the A-list with adventurous styling, quality materials and techno-wizardry lending the wow factor.

The party piece for the top-spec Titanium Focus is a navigation, entertainment, phone and climate control system called My Ford Touch. It lives on a full-colour, eight-inch screen at the top of the centre stack and draws together an amazing array of functions, which can be controlled by voice command, using a steering wheel-mounted controller, or by touching the screen.

The beauty of Ford's system is that the driver chooses how they want to interact with it. Some will bark commands using up to 10,000 recognised words without ever taking their eyes from the road, others will use the five-way steering wheel toggle in conjunction with a small screen nestled in the dashboard that also accesses trip computer information. Traditionalists may prefer to stab at the centre screen, which is partitioned into four sections and colour-coded for ease of use.

The only drawback is that the My Ford Touch system won't appear on Focus models at launch and may be delayed by up to two years while Ford engineers iron out regional bugs (read: teaching it to understand Or-stray-yan). In the meantime, new Focus models will get scaled-back versions that incorporate significantly fewer functions.

Elsewhere, there is a well-made leather steering wheel featuring four different sets of controllers; attractively styled instrument gauges highlighted in similar soft blue hues to high-end Jaguars; glossy piano black partitions; and an abundance of soft-touch plastic across the major dashboard surfaces. With splashes of colour provided by the two computer screens, the result is both cohesive and dramatic.

The base model, which will be sold in the US as the SE (Ford Australia is coy about whether it will pick up American model designations or use existing Australian ones), gets a more basic layout with a centre stack almost identical to the smaller Fiesta model currently sold in Australia, albeit anchored by a small colour display screen. The sexy steering wheel and instruments carry over, while black leather seats are substituted for a still-attractive two-tone cloth.

The Titanium model we tested includes other surprise-and-delight features for a non-premium small car including keyless entry and start, and automatic headlights. Fitted to our car from the options list are rain-sensing wipers, rear reversing sensors and camera, and a rear-park assist system that can automatically steer you into a parallel parking spot.

Suitably impressed by appearances on the casting couch, it's time to hit the road for a hands-on audition of the Focus's talents.

A new 2.0-litre four-cylinder petrol engine, featuring direct injection for the first time, purrs out of a beachside parking lot in Malibu. It feels civilised and tractable, at least until we nose north into the Los Angeles foothills. Faced with an incline, the engine's inclination is to go searching through the six-speed dual-clutch auto gearbox for more shove.

Throughout a subsequent day of undulations, it rarely feels totally at home and response could be surprisingly doughy given its 119kW of power and 198Nm of torque - 12kW and 13Nm greater than the model it replaces. That peak torque doesn't arrive until well past 6000rpm robs some urgency.

Manipulated with discretion, the auto gearbox works hard to get the best from the engine. Left in fuel-savng "Drive" mode it's at its best in the suburbs and on flatter roads where its tendency to shift to higher gears for fuel economy doesn't feel like a performance penalty. Hit the long and winding road, though, and the "Sports" mode holds gears for longer and can shift down with a nice over-rev at the first sign of a corner.

Don't bother with the manual shift buttons on the side of the automatic gear lever - they're small and fiddly, and the auto gear lever is placed too far backwards for comfortable gear changes anyway. If you prefer to self-shift, buy the manual model - the viceless five-speed shifter and enjoyably light clutch pedal feel like they've been carried over from the previous model. That's no bad thing, as they bring out the absolute best in the engine's hard-pressed power band.

Ford says the Focus should deliver impressive average fuel use of 40 miles per gallon, or 5.9 litres per 100km. Our experience, driving with alternating bursts of enthusiasm and restraint in mostly hilly country, returned around 8.5L/100km on average, occasionally peaking above 9.0L. In more typical suburban or highway running the Focus will likely do better.

Inside, the new Focus is a far more serene place than it used to be. Tyre and engine noise are all but absent and road disturbances are well muted, save for some unsurprising bump-thump over larger corrugations. Wind noise can be heard from around the windscreen pillar, but probably only because so little else is audible.

The Focus Titanium's 17-inch, low-profile tyres change direction with reasonable skill and the firmer suspension generates little body roll.

It's a slightly different story on the SE model's 16-inch rubber, with a taller sidewall producing a more compliant ride but dulled cornering response. We expect to see both sets of wheels offered on Australian-spec cars, with the hottest model (replacing the XR5 Turbo) likely to ride on 18-inch hoops.

Steering isn't a highlight. Electrically assisted, it's direct and carries plenty of weight - a little too much at low speeds, perhaps - but returns no meaningful feedback and has odd inconsistencies, especially when turned sharply from one corner into the next.

Rear-seat space feels little different to the previous generation car with a compact space that will seat two medium-sized adults in comfort and three at a pinch. Some cleverly obscured small item storage is worthwhile searching out and the 60:40 seats drop flat in our cloth-seated hatch.

In a leather-shod sedan we sampled earlier in the day, the seats were well short of folding flat because of their impressive bolstering. The sedan also has some intrusive structural bracing between the boot and the back seat, and the boot floor (with a space-saver spare underneath it) sits very high.

Is the Focus a star in the making? As always, we'll retain final judgements until we hit local roads in the new Focus later in the year. But in La-La Land (as the locals call it), style often triumphs over substance and the Focus has the former in spades. The later addition of the marvellous My Ford Touch system - either as a standard gear on top-spec models or as an add-on to lower levels - and a high-performance turbocharged variant, could mark the Focus as an act worth seeking out.

[Powdered Toast Man]

I quite like the look of it. I was thinking of buying a LV XR5 in the next 6-12 months, might wait for the new model now. See how the ecoboost compares to the Volvo 5 banger.