Ford Focus (2021 - ) review

Ford’s reliability record is generally fairly good, even if its reputation isn’t quite as strong as those of its German and Japanese rivals. All its engines have been used extensively in other models and most of the technology can also be found elsewhere in the range, so it’s tried and tested by now. As a result, the Focus should be pretty dependable, despite the car selling in such vast numbers and the occasional horror story kicking around. For peace of mind, Ford offers an industry-standard warranty for the first three years of the car’s life or the first 60,000 miles, whichever comes first. Although breakdown recovery is included in the first year, that isn’t an especially generous offering – rivals including Hyundai and Kia offer longer warranties – but you can always elect to extend it either through Ford or a third party.

Ford’s reliability record is generally fairly good, even if its reputation isn’t quite as strong as those of its German and Japanese rivals. All its engines have been used extensively in other models and most of the technology can also be found elsewhere in the range, so it’s tried and tested by now. As a result, the Focus should be pretty dependable, despite the car selling in such vast numbers and the occasional horror story kicking around. For peace of mind, Ford offers an industry-standard warranty for the first three years of the car’s life or the first 60,000 miles, whichever comes first. Although breakdown recovery is included in the first year, that isn’t an especially generous offering – rivals including Hyundai and Kia offer longer warranties – but you can always elect to extend it either through Ford or a third party.

Strong scores on safety tests shouldn’t be a surprise, given the amount of tech on board. Even basic models come with cruise control and parking sensors at the front and rear, as well as autonomous emergency braking that can stop the car automatically if the driver fails to respond to a hazard. Every version of the Focus also comes with lane-keeping assistance to help prevent the car wandering out of its lane. More luxurious models are also available with optional parking assistance technology that will steer the car into a space for you, while other options include a rear-view camera and automatic high-beam technology that dips the lights to prevent other road users being dazzled. Or so goes the theory. In practice we found the system’s abrupt cut-off between illuminated areas and those masked out in shadow far less effective than the ‘soft’ pool of light created by more old-fashioned lighting systems, and a lot more tiring on the eyes on long night drives.

The Focus is generally a comfortable car to drive, thanks to great seats that offer support in all the right places and a good driving position, which allows greater control of the vehicle and more comfort over long distances. The Focus also offers plenty of front seat adjustment, which means everyone can find a position that’s comfortable for them, and ample interior space, so there’s no need to worry about banging your head on the roof or rubbing shoulders with your passenger. Those in the back seats should have plenty of space to stretch out, too, although the central seat is a bit narrow and uncomfortable, so carrying three back-seat passengers will be a stretch. How the car rides on the road, however, is partly dictated by which version you choose. The Trend and Titanium models come with Ford’s ‘standard’ suspension that provides a great balance between handling and comfort, while ST-Line models get sports suspension that’s firmer but offers better body control. The bigger wheels on our ST-Line test car also seemed to generate quite a lot of tyre noise on long journeys as well, which was a little tiring. Going the other way are the Active models, which sit slightly higher off the ground for extra ground clearance that might be handy for lumpy country car parks or speed hump strewn city streets alike. The pay-off is a little less body control in the corners but if you prioritise comfort that may be a small price to pay. High-performance ST versions also get a bespoke suspension set-up that’s firm but makes the car much more agile.

The highlight of the cabin in this updated Focus is the massive touch-screen in the middle of the dashboard. Standard on all but the base Trend trim level, the bigger screen’s increased functionality makes upgrading to the more upmarket models an easy decision. Using Ford’s very latest technology, the system looks brilliant on the screen and responds quickly to inputs from the driver or passenger, making it extremely easy to use. Sensibly sized icons and logical menus also help in that regard. That’s good, because Ford has moved pretty much every button from the cabin to the screen, except those on the steering wheel. Ford’s wheels are often covered in buttons, and the Focus’ wheel is no different, with a perplexing array of switches all over the shop. However, once you’ve learned your way around it, it becomes more intuitive and easier to use – particularly in combination with the digital instrument cluster on high-end models. Paired with the central screen, the digital display is clear and easy to use, albeit not as large or as customisable as some of the systems in rival cars. We also found this and the screen distractingly bright while driving at night. Overall, though, the Focus is well-equipped, and even basic models come with a very handy heated windscreen, LED headlights and navigation, as well as the Apple CarPlay and Android Auto smartphone integration.

Standard Focus engine options are based around the 1.0-litre ‘EcoBoost’ petrol with a choice of two power outputs or a single diesel. The latter is the least powerful on paper but best on official fuel consumption, and actually as punchy as most of the petrol options. Given current fashions we’d expect most people to be going petrol, though, and here all but the base 125 horsepower version get the mild-hybrid boost – look for ‘MHEV’ in the model name of the car you’re looking at if you’re not sure if it has it or not. Unlike some rivals this doesn’t offer meaningful improvements in fuel consumption or the ability to drive for any distance on electric power alone, rather the electric motor fills in before the turbo comes into play and helps the stop-start system work more effectively. The more powerful 155 horsepower version is actually the best on performance and emissions as well, which looks like a win-win. Having been slightly disappointed by the slow shift of the manual we’d go for the automatic, if we could stretch to the extra cost. Beyond that you’ve got the 280 horsepower ST, which is in a different league all together for performance and up there with the quickest hot hatches around if you can stomach the extra purchase and running costs thanks to its 2.3-litre engine. Good news? Every Focus – even the high-riding Active - has a bit of this flagship model’s spirited driving character and shares the same inherent sense of agility and fun at the wheel.