2008 Ford Focus

Background

For years after its late-1999 debut, Ford’s Focus was critically acclaimed as one of the most competitive, fun-to-drive compacts on the market. And, for nearly as long, Ford has seemed hell-bent on trying to kill the poor thing. In 2004, they discontinued the Focus’ sporty SVT variant. In 2005, they blighted its swoopy interior with harder, cheaper materials and a generic instrument panel. And, for years since, they’ve denied American buyers the updated, second-generation Focus sold in Europe.

For 2008, though, Ford has finally pulled the full Kevorkian on their four-wheeled whipping boy. Under the guise of a “mid-cycle refresh,” Ford has wrought a frightful new exterior, wearing an unhappy array of lumps, cutlines, and tacky chrome appliques. They’ve canceled the hatchback body styles, leaving only a four-door sedan and a pudgy two-door coupe. And they’ve softened the driving experience, while retaining the same basic platform first seen in 1999.

I’ve long defended the Focus as a good budget compact for people who like to drive. That opinion was bolstered by the fun, frugal '07 Focus I rented just a week ago. The new model, by comparison, is an embarrassment. After test-driving an '08 SES sedan at a local dealership, it seems clear that this model’s best days are well behind it.


Under the Hood

As part of the '08 refresh, Ford has pared the Focus’ engine range to a single Mazda-sourced 2.0-liter Four, furnishing 140 horses and 136 lb/ft of torque. This is the same engine that’s used in Mazda’s 3i sedan, and as in that vehicle, it endows the Focus with wholly adequate performance.

However, unlike the Mazda—or previous Foci, for that matter—the new Focus communicates no particular eagerness to its driver. The Four’s subtle tingles and surges have been massaged away, leaving a soft, numb-feeling gas pedal that creates distance between the driver and the machinery. Stab the pedal hard for freeway merging, and the Focus gathers speed dutifully. Just don’t expect thrills.

Buyers needn’t expect much noise, either. Where the previous Focus delighted with its crisp, fizzy engine thrum, the new one emits only a faraway drone when you dip into the throttle. It takes on a cheap, hollow resonance at certain rpm, but is muted for the most part.

Fuel economy remains the same as the outgoing model: 24/33 MPG, by the EPA’s revised 2008 reckoning. That places it midpack among compacts, between the thrifty Civic and Corolla and the thirsty Jetta and Rabbit. Ford recommends regular-grade fuel.


Changing Gears

The '08 Focus’ transmissions, like its engine, are carryover items from the previous model. A five-speed manual is standard on all trim levels, with a four-speed automatic available for $815 extra.

The SES sedan I test-drove was equipped with the latter, which served to show how dated four-speed automatics have become in recent years. Although the transmission shifted smoothly enough, driving in hilly terrain highlighted the wide gaps between ratios: it tended to lug the engine on grades, and refused to downshift until the throttle was given a good, long prod. As a result of this behavior, the Focus often felt more sluggish than it actually was.

The standard five-speed manual improves matters, but doesn’t turn the Focus into a driver’s car. Its tall shifter clunks easily through a clear, widely-spaced pattern, but it waggles in gear, making its action feel slightly loose. The same goes for the light, long-throw clutch. A further deterrent to stick-shifting: the Focus’ cupholders are now located behind the shifter, rather than ahead of it, so you must contort your shifting arm to avoid spilling your Slurpee.


Twists and Turns

The Focus’ greatest charm has always been its ability to thread together corners like an expensive sports sedan. The '08 redesign has dulled that a bit, but hasn't spoiled it. The Focus is still among the most composed compact sedans on a winding road, hugging turns with good grip, moderate body lean, and a generally solid, planted feel.

What has been watered down, though, is the “alive” quality of the previous Focus, the keen feedback and immediacy that so endeared the car to enthusiasts. The '08's steering, for example, remains quick and firm in effort, with a strong return-to-center motion that enhances tracking on straightaways. But the larger, thinner-rimmed wheel relays little information back to the driver; in fact, it feels fairly anesthetized. Gone are the nuggety twitches and tugs that once accompanied ripples in the road.

The '08’s softened spring rates also allow a bit more lean in turns, lending the Focus a slightly “tippy” feeling at turn-in. As before, these motions are exaggerated somewhat by the driver’s tall seat position. Pushed to the limit, the Focus understeers mightily, but clearly communicates when those limits are imminent.

The Focus’ brakes, meanwhile, are about average for the class: the pedal has a firm, natural feel, but stopping power is ultimately unexceptional. It’s worth noting that, for all the Focus’ interior tech, anti-lock brakes are not standard on any Focus trim, even the top-of-the-line SES. They’re well worth the extra $385.


Easy Rider?

Once upon a time, the Focus was renowned for its “European” blend of handling and ride comfort. And while it’s no longer a standout in this regard, it’s still fairly smooth for its segment. It transmits a subtle, underlying stiffness even on roads that appear unblemished, but its suspension mops up larger bumps and ruts with surprising ease. And, over big hits, its structure exhibits the integrity of an Acme safe.

Noise levels are on the low end of the compact class, too. The engine note is limited to a dull hum most of the time, and effective sound insulation means there’s little wind rush at freeway speeds. The chief disturbance is tire rumble, which can become quite vocal and boomy over coarsely-textured pavement.


Inside Story

Besides its questionably-festooned exterior, the '08 Focus’ interior is where the most obvious changes have taken place. No longer “cute,” the Focus now tries for a “truck-tough” ambiance: a broad, monolithic panel spans from door to door, trimmed with silver plastic and dotted with techy-looking clusters of buttons. Materials quality has witnessed a great leap forward: most surfaces feel grippy and substantial, and the switches operate with smooth, soft-padded clicks.

Further good news concerns feature content. Ford has made much of the Focus’ available SYNC technology (optional on SE, standard on SES): it allows hands-free calling with personalized ring tones, plus memory for twelve different cell phones, and it also allows you to control a connected iPod with voice commands such as “Play All,” “Similar Music,” or “Play Artist.” Six airbags, a tire-pressure monitor, and an MP3 input jack round out the list of standard goodies.

These are all moot points, however, if you can’t enjoy sitting in the Focus in the first place. And, frankly, I didn’t. The new Focus’ high cowl and stubby, rectilinear dashboard make the cabin feel oppressively tall and narrow, and the high, wide center console hems in taller drivers’ knees. The overstyled red-on-blue gauges lack legibility, while the high rear deck creates a pinched view aft, affording a myopic view of the traffic around you.

Driver comfort is similarly mixed. While the Focus’ chair-height front seats are firm and fairly broad, their forward-canted headrests have nasty habit of bumping the driver’s noggin from behind. The vinyl door armrests are too unyielding to provide much comfort to elbows, and the hard center armrest is no gentler. Worse, while headroom is abundant under the Focus’ tall roof, its awkward dinner-table driving position forces taller folks to tuck in their legs while driving.

Moving to the back, passengers will find good support atop the Focus’ tall-sitting, foamy rear bench, with good toe space under the front seats. What they won’t find, though, is rear headrests; apparently Ford considers whiplash an “acceptable risk.” There’s not much legroom, either, so tall riders’ knees are likely to make contact with the soft front seatbacks. In short, if passenger-hauling is your need, the Chrysler PT Cruiser or Scion xB will serve much more admirably.


Fill ‘Er Up

Although the new Focus’ trunk remains one of the largest in the compact class, it, too, has taken a step back from its predecessor: cargo volume now measures 13.6 cubic feet, down from the 14.0 cubes of the previous model. Worse, the Focus no longer offers a hatchback or wagon body style, limiting the size and shape of permissible cargo. At least the Ford’s rear seatback still folds in two sections, helping make the most of the available space.

Inside the cabin, storage space is comparable to that of the outgoing model. The glovebox remains spacious; the center-console cubbies, a bit lean. Unfortunately, there’s no longer a flip-down CD drawer to the left of the steering wheel, and the new center armrest can’t be flipped up to make room for a purse.


The Long Haul

Like its predecessor, the '08 Focus is built in Ford’s Wayne, Michigan plant, using the same basic platform, engine, and transmissions. As such, there’s little reason to believe that the new Focus’ reliability will deviate much from its forebear’s—and that’s no bad thing, as the Focus has consistently received average scores in owner satisfaction surveys.

A greater issue for prospective Focus buyers is resale value. Long a favorite of corporate and rental fleets, the Focus sheds value much more quickly than competing models from Honda, Toyota, Mazda, and even Nissan, making it a questionable choice for those who like to trade in early and often.


In Sum

While the redesigned Focus is not a bad car—as, indeed, none truly are these days—I find it difficult to label its updates "progress." Once a star of Ford’s American product line, the Focus has been allowed to age into irrelevance, its core strengths muffled, its styling scrambled. With today’s auto industry abuzz with the importance of good compacts, such neglect simply boggles the mind.

So, who should buy this car? Well, with the Mazda 3, Honda Civic, and Saturn Astra offering more engaging road manners, the Focus is no longer easy to recommend for its driving experience alone. I suspect it will hold the most appeal for those intrigued by its SYNC technology—although, for what it’s worth, buyers who love tech toys will find a lot to like in the Nissan Sentra, Scion xB, and Mitsubishi Lancer, too. And if any of them care about looks, the Focus’ “face for radio” will surely be a sticking point.

The fact is, SYNC aside, the '08 Focus represents a squandered opportunity for Ford to bring what was a solid, spirited compact back into the public eye. Instead, it’s decided to peddle tech in showrooms better known for their trucks. Granted, this decision entered the pipeline well before Ford’s new management took the reins, so the Focus may get back on track over time. But for now, it stands as a sad monument to what can happen when a distracted, cash-strapped automaker loses… well, you know.