As one editor noted, “It's not the least expensive small car you can buy, but I would not hesitate to call this car, in this specification, an e Photo by Andrew Trahan.
While track-testing any car is fun, this Focus shines more on road, where it boasts an overriding sense of quality. Photo by Andrew Trahan.
A rear shot of the 2012 Ford Focus Titanium five-door hatchback on track. Photo by Andrew Trahan.
Still, the Focus displays a fair amount of understeer when pushed through the cones. Photo by Andrew Trahan.
The car's weak point lies somewhere at the crossroads of its Continental ContiPro Contact 215/50R-17 tires and its 11-inch front-disc and nine-inch re Photo by Andrew Trahan.
A close-up look of the 2012 Ford Focus Titanium five-door hatchback. Photo by Andrew Trahan.
At the track, the car's 2.0-liter I4, with 160 hp and 146 lb-ft, managed to propel it to 60 mph in 9.0 seconds; the quarter-mile required 17.0 seconds Photo by Andrew Trahan.
Though hardly the stuff of race cars, the Focus handles much better than it stops, achieving 0.74 g in lateral acceleration around the skidpad. Photo by Andrew Trahan.
Photo by Andrew Trahan." href="http://www.autoweek.com/galleryimage/CW/20120829/CARREVIEWS/829009999/PH/1/9/2012-Ford-Focus-Titanium-five-door-hatchback.jpg" rel=lightbox-image>
We eagerly await running the Focus ST through its paces to see how the sportier car stacks up.
Photo by Andrew Trahan.
As one tester said, “This Focus offers a solid feel from the driver's seat. The doors have a bit of weight to them, it feels insulated in the ca Photo by Andrew Trahan.
The cabin is fairly quiet, the seats extremely comfortable and the ride solid, almost sporty. Photo by Andrew Trahan.
By: Autoweek editors on 8/29/2012We've been fans of the 2012 Ford Focus since its debut, and not simply for its stellar design (the unfortunate sedan version notwithstanding). No, we would have been happy with anything that removed its frumpy predecessor from the streets. That car suffered along for a decade with Band-Aid styling updates that did nothing to improve on its once-sharp looks.
That the new Focus is also a fun-to-drive car with a host of near-luxury amenities and techy features on its options list also makes a powerful argument for those shopping the compact segment.
Our tester, a five-door Titanium model, sits at the top of the Focus lineup, its starting price of $24,985 stoking expectations for superior interior comfort, fits, design and equipment. Still, once we climbed in and experienced the car fully, played with its standard satellite radio, gripped the leather-wrapped steering wheel and felt secure with the stability with torque-vectoring control system standing sentry for a wheel placed wrong, the car did not disappoint us. Rather, we immediately considered its $26,250 as-tested price spot-on. As one editor noted, “It's not the least expensive small car you can buy, but I would not hesitate to call this car, in this specification, an entry-level luxury car.”
The Focus feels good just driving around town, hopping on and off the freeway and being used generally for errand running. The cabin is fairly quiet, the seats extremely comfortable and the ride solid, almost sporty. We also appreciate the car's real-world 27.8 mpg, though we can't help but think that an extra gear would go a long way toward returning a combined 30.0 mpg. As is, at 70 mph in fifth gear, the engine turns near 3,000 rpm, not annoyingly buzzy but noticeably high nonetheless.
At the track, the car's 2.0-liter I4, with 160 hp and 146 lb-ft, managed to propel it to 60 mph in 9.0 seconds; the quarter-mile required 17.0 seconds, with a top speed of 84.8 mph. That's hardly neck-snapping stuff, but power is delivered in linear fashion, while its five-speed manual transmission makes easy work of staying in the powerband.
The car's weak point lies somewhere at the crossroads of its Continental ContiPro Contact 215/50R-17 tires and its 11-inch front-disc and nine-inch rear-drum brakes. From 60 mph, the car came to a stop in 138.0 feet.
Though hardly the stuff of race cars, the Focus handles much better than it stops, achieving 0.74 g in lateral acceleration around the skidpad. And through our tight, 490-foot, eight-cone slalom, the car turned in an average speed of 42.7 mph. While that's down compared with the 2012 Honda Civic Si we tested earlier, the Focus only gives up 1 mph to the more powerful, sport-tuned car. Still, the Focus displays a fair amount of understeer when pushed through the cones. We eagerly await running the Focus ST through its paces to see how the sportier car stacks up.
While track-testing any car is fun, this Focus shines more on road, where it boasts an overriding sense of quality. As one tester said, “This Focus offers a solid feel from the driver's seat. The doors have a bit of weight to them, it feels insulated in the cabin, and everything from the shifter to the steering-wheel buttons has a robust feel.”
STICKER
Base price: $24,985
As-tested price: $26,250
CHASSIS
Five-passenger hatchback
CAPACITIES
Fuel (gal): 12.4
Cargo seats up/folded (cu ft): 23.8/44.8
Headroom/legroom (in): 38.3/41.9 front, 37.9/33.2 rear
ENGINE
2.0-liter I4
Power: 160 hp @ 6,500 rpm
Torque: 146 lb-ft @ 4,450 rpm
DRIVETRAIN
Front-wheel drive
Transmission: five-speed manual
SAFETY
Standard stability and traction control system with torque-vectoring control, MyFord Touch, 60/40-split folding rear seat push-button start standard on Titanium trim
Standard airbags: 6
STANDING-START ACCELERATION
0-60 mph: 9.0 sec
Quarter-mile: 17.0 sec @ 84.8 mph
BRAKING
60-0 mph: 138.0 ft
FUEL ECONOMY
EPA combined: 30 mpg
AW overall: 27.8 mpg
RESIDUALS
Three-year: $11,395
Five-year: $7,754
— I love this car, but it does have its quirks. It handles well, and I'm currently averaging almost 37 mpg. Interior quality is superb, and I like the exterior styling with the hidden gas door. My biggest dislike is the lack of options such as a diesel engine, a big turning radius and the navigation interface. The engine has a lot of power above 3,000 rpm, but below that it's a dog.
Nicholas Prato, Milwaukee
— I've had my Ford Focus Titanium for a month and am still learning the electronics. Though early versions of Sync with MyFord Touch had some owners in a quandary about dependability, thus far it's worked fine. I'd like a little more adjustments in the seat, but with the tilt/telescoping steering wheel, a comfortable position can be found. There's also plenty of legroom in the rear. The overall look is pleasing now that I've grown to like the front end and the taillights. I opted for 18-inch wheels, and with their help the car handles like no other in this price point. Wind the engine out and it doesn't sound like a 160-hp, direct-injection four-cylinder engine. It rocks for what it is.
Brant Owens, Mesa, Ariz.
— Compared with other cars I considered, the Focus gets great gas mileage and is fun to drive. I love the four-cylinder with its range of almost 400 miles per tank. In hatchback form, it's hot. The interior is comfortable, with surprising space in the rear, nice mood lighting and a great Sony sound system. But there's no storage for change or cell phones, and the shiny plastic near the shifter reflects sunlight. Sync with MyFord Touch is challenging with the verbal commands, and navigating the screen while driving is not the greatest.
Terry Likens, Austin, Texas
2012 Mazda 3 Grand Touring five-door, $24,195
2012 Volkswagen Golf 2.5L four-door, $23,475
2012 Subaru Impreza 2.0i Sport Premium Five-door, $21,045
We seek comments from owners of these vehicles: 2011-12 Chevrolet Silverado, 2011-12 Honda Accord, 2012 Mercedes-Benz C-class, 2011-12 Toyota Prius
Please include your full name, address and a phone number. E-mail to autofile@autoweek.com, or fax to (313) 446-1027. We'll include a selection of owners' responses with our Autofile stories, both in print and online. Thanks!
Get more car news, reviews and opinion every day: Sign up to have the Autoweek Daily Drive delivered right to your inbox.
Autoweek loves passionate comments and debate, but remember that you're part of a diverse community. Above all: be respectful. Critique statements, not people; talk about the automotive world, but skip the political rhetoric, hate speech, and obscenities. While we can't read every post, this site is moderated and Autoweek will remove comments as we see fit. Questions? Read our Terms of Use or email moderator@autoweek.com.
