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What does it look like to drive?
When the first-generation Focus arrived, it was a revelation. The gasping escort that it was replacing was not really a car, but a new broom at Ford of Europe – including legendary product development leader, Richard Parry-Jones – was delivering a small hatch exceptional that made the competition a bit wobbly
We do a lot of this car because it was excellent. The team of engineers was keen to point out that the DNA of the first generation car was a priority for the fourth.
The cars delivered by Australia are a mix of technical specifications. The Trend and Titanium hatches will carry the torsion beam rear suspension of the new Fiesta ST, while the Focus ST-Line will feature the more complex multi-link rear hatch and wagon end.
The ST-Line suspension melody is exceptionally good: quiet, composed and incredibly refined. (photo)
The driving program cars all rolled with the rear multi-link. I have to drive the ST-Line wagon and manual hatching as well as the Vignale hatch in the car. Unfortunately, we will not get the Vignale with its active damping (known as CCD) and at launch we will not get the manual transmission in anyway.
The ST-Line suspension piece is exceptionally good. Quiet, composed and incredibly refined, it's the kind of car that can handle just about anything you throw at it. The well maintained French roads in which I threw the car were not really likely to cause any problems, but there was a lot of grip and not a lot of noise.
The pins of Monte Carlo's few steps, both downhill and uphill certainly challenged the front end. He pbaded the test. Whether it's poking behind an obstructive truck or slipping in the air, the suspension has managed to provide a combination of driving and handling that would keep everyone in the car happy.
We will have to wait to see how the Trend and Titanium suspension faces local roads. (Titanium variant on the picture)
The new direction (reduced friction, says Ford) is also smooth. Light, with a reasonable feeling, it filters the oscillations of the couple. Sometimes he forgets to tell you what happens when he does the filtering, but it's about the worst.
The ST-Lines I drive are manual and therefore lighter than the eight-speed automatic we'll get, but it's unlikely to make a huge difference.
The Vignale that I drove had the eight-speed automatic, though. It is a voluntary motor, happily cutting and the transmission is largely wise. The selector is a Jaguar-style rotary dial that is good for gaining space but infuriating for three-point turns.
I did not have to raise my voice to speak to my pbadenger at 130 km / h on the highway. (Titanium variant on the picture)
After driving the Vignale, I stopped feeling bad about ourselves we do not get it – l & # 39; active damping is not very good, the ride becomes lumpy and unpleasant compared to the flexible shine of air suspension line ST-Line. There were no "official" suspension beam cars to test, so we'll have to wait for the local launch to see how this suspension faces local roads in the Trend and Titanium.
The time spent on the highway at its speed limit of 130 km / h. The Focus was incredibly quiet at this speed, so much so that I had to keep checking how fast I was going. I did not have to raise my voice at all to speak to my pbadenger, this is the suppression of the wind and the noise of the road.
Aside from the gap between the second and the third, there is not much to complain about again Focus. Some of the plastics may be less scuffed and a little more grunting will not be misplaced. I can not see the Focus following one or the other of its sworn enemies, but few buyers will worry too much about it.
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