The Ford Focus has dominated the British car industry since its launch in 1998.

Originally available as a family hatch, the range has expanded to include the MPV-sized C-Max and hot ST model.

Now Ford has followed the likes of Vauxhall and Peugeot by introducing a Coupe Cabriolet. Adrian Hearn tested Ford’s first convertible family hatch for ten years. 

The convertible industry in the UK has grown massively over the past few years with sales in 2006 topping the 100,000 mark.

The lucrative sector has been set upon by Ford for the first time in ten years, with the car maker going straight for the jugular with the stunning Focus CC.

Styled by Pininfarina, the Focus’s jaw-dropping curves give the car a real feel of sportiness and performance – at a class leading price. The Italian stylists have been behind recent cosmetic successes as the Alfa Romeo Spider and Ferrari 599.

Buyers have the choice of three engines; 1.6-litre and 2-litre petrol and a 2-litre turbodiesel. 

Producing 142bhp, the 2-litre petrol accelerates from 0-62mph (100kph) in a respectable 10.3 seconds and is capable of 129mph. Ford has no intention on making a hot ST version, so a top speed of around 130mph is as quick as you’ll get.

While the 2-litre petrol model is predicted to make up 90 per cent of the first year sales, the diesel is a more practical, cost-effective choice. It accelerates from 0-62mph in the same time as the petrol model and has a slightly slower top speed of 127mph.

The diesel returns a combined 47.9mpg, while producing 115lb/ft more pulling power, with the increased ‘pull’ making overtaking far easier. Emissions of 156g/km of carbon dioxide put the diesel in Band D meaning an annual tax bill of £125. The petrol models are both Band E (£150).

On the road, the Focus handles well. The drive is firm and well planted on corners. Both petrol models feature a five-speed gearbox, while the diesel boasts six gears – with both ‘boxes smooth to use. At a low speed the diesel is quite noisy, but when you pick up speed you could easily be confused you’re driving the petrol.

When the roof is down you can feel the chassis flex a little when driving over potholes and bumps from where the roof was cut. But with the roof up, there is no movement, making it feel like a normal hatchback.

Not expecting a sudden snow storm at the end of March, I was pleased with how quickly the car could go from cabriolet to coupe. The roof was operated with one easy-to-use switch and closed in 23 seconds, quicker than the Peugeot 307 (25 seconds) and Vauxhall Astra (30 seconds) but still off the pace of the Mazda MX-5 (12 seconds).

The joy of climate control meant that despite it being six degrees outside, I could drive the CC with the roof off and still feel comfortable.

The CC’s boot is a cavernous 534 litres when the roof is up and, when the roof is down, 248 litres – another class leading statistic.   

Inside, the leather seats add a level of class, complimented by the black dash, faux chrome and easy-to-understand dials. The diesel we tested was fully loaded with extras including sat-nav, which hiked up the price by more than £2,000 – meaning the model, with 18-inch alloys and metallic paint was tipping the scales at more than £25,000.

Up against its rivals, the entry-level 1.6 CC is £350 cheaper than the equivalently spec’d Vauxhall Astra Twin Top and £500 cheaper than the Peugeot 307CC 1.6. 
 
Safety wise the CC has six airbags, anti-lock brakes, electronic stability programme (ESP), which restores stability under extreme manoeuvres. The standard Focus hatchback was awarded five stars in the EuroNCAP crash test programme and it is likely the CC will follow suit. 

With the Focus hatch, C-Max and ST all leading their respective classes, Ford – with its first convertible family hatch for ten years - has now raised the coupe cabriolet bar with its exceptional CC.