2009 Ford Focus: zeroing in on comfort rather than sportiness

Focus zeros in on comfort rather than sportiness

PETER BLEAKNEY PHOTO FOR THE TORONTO STAR

The Ford Focus is one of the cars U.S. buyers favoured during the U.S. Cash for Clunkers program.

Peter Bleakney

SPECIAL TO THE STAR

In automotive terms, the North American Ford Focus is neolithic. Having been around for more than a decade, this car has seen numerous facelifts.

Europe got a new Focus in 2005 built on the corporate Mazda3/Volvo S40 platform, but not us. The last big refresh for our Focus came in 2008, when the compact car got a new skin, new interior and a lightened and considerably strengthened chassis.

What it gained in refinement it lost in utility – the wagon and five-door hatch versions, both big sellers, got the axe. I'm betting Ford wishes it had those cars now. The only other Focus body style is a two-door coupe.

The 2009 Focus sedan is largely unchanged except for the availability of electronic stability control, optional on the $15,699 Focus S and $17,099 SE, and standard on the $19,399 SEL and $19,999 SES.

All Focus models have air conditioning and are powered by a 140-hp and 136-lb.-ft. 2.0-L Duratec four mated to a five-speed manual transmission. A four-speed auto will set you back $1,150.

With the compact sedan arena lousy with new models and buyers spoiled for choice, one might wonder how Ford's senior citizen has a fighting chance.

After a week with a Vista Blue SES with five-speed manual ($19,199 with indicated "dealer account adjustment"), I'd say it still has some life in it. The SES is the sportiest variant, getting handsome dark-tinted multi-spoked 17-inch alloys, fog lights, a deck-lid spoiler, thicker stabilizer bars and the merciful deletion of the SEL's fake chrome "vents" aft of the front wheels.

"Sporty" and Focus were once synonymous but, with this last re-do, the sedan's evolutionary path has headed more toward comfort and refinement. So despite the athletic pretensions of this 2009 SES, it's not much of a sportster. Handling is competent and the steering sharp, but when pressed the car leans and understeers, and mid-corner bumps upset the chassis.

The Honda Civic, Mazda3, Mitsubishi Lancer and Volkswagen City Jetta are much more agile.

So I drove the Focus in a "mature" fashion, enjoying the car's comfortable seats and isolated cabin.

With highway mileage rated at 5.7 L/100 km (49.5 m.p.g.), the five-speed Focus nearly matches the best-in-class Toyota Corolla's 5.6 L/100 km (50.4 m.p.g.).

The controls are logical, gauges are legible and the switchgear has a quality feel. Plenty of kit in this SES model – cruise, heated seats, trip computer, compass and outside temp display. A nice leather-wrapped multi-function steering wheel (tilt but no telescope) completes the picture. The power moon roof was a $1,200 option.

Built in a recently modernized plant in Wayne, Mich., Ford is trumpeting the Focus's tight tolerances and structural integrity. The car, indeed, feels solid. Most of my time was spent on the highway where it proved quiet, stable and returned a respectable 7.3 L/100 km (38 m.p.g).

Adding to its long-haul pleasure was the $700 six-CD/MP3 Audiophile system with subwoofer. Three preset imaging maps optimize sound for rear-seat passengers, the entire car or the driver. Standard Sirius radio with a six-month subscription is provided.

Ford has teamed with Microsoft to bring us Sync – a hands-free voice-activated system that pairs with your Bluetooth phone and most MP3 players. Sync is standard on the SEL and SES.

As well as seamlessly transferring calls from car to phone, or vice versa, it will display and read text messages. Plug your iPod into the USB port and you can verbally call up songs, artists and playlists, although I found this was pretty hit and miss with my unit.

When compared to the spanking new Mazda3 and space-age Honda Civic, the Focus initially appears upright and dowdy. But dig a little deeper and this compact sedan's comfort, solidity and clever Sync keep it in contention.

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