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Road Test: Ford Focus 1.6 182 EcoBoost Titanium X 5dr

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Road Test: Ford Focus 1.6 182 EcoBoost Titanium X 5dr | Top Gear

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Road Test: Ford Focus 1.6 182 EcoBoost Titanium X 5dr

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The Focus magic is back, but it’s pricey if you pick the most interesting engine.

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Road Test: Ford Focus 1.6 182 EcoBoost Titanium X 5dr

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Road Test: Ford Focus 1.6 182 EcoBoost Titanium X 5dr

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and nowadays there's a Focus cranked out every 90 seconds. If that rate continues unabated

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it will outsell the Model T by 2017.Helpfully for those employed to facelift the third-gen Focus

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there were elements gagging for a fix. The dashboard was crying out for the most help

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being an object lesson in how to make buttons as small and sporadically scattered as possible.No more. The centre console is operable without a magnifying glass

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while an 8in touchscreen with a smartly designed media system controls nav and entertainment. The MkIII Focus's tech count was impressive at launch

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and its optional self parking and crash-avoidance systems are enhanced here.There are fresh engines

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sub-99g/km CO2 1.5-litre diesel is available in two tunes and will mop up nearly half of UK sales

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while a new 1.5-litre 4cyl petrol turbo sits atop the non-ST Focus range. It also possesses two tunes - 148 and 180bhp.The latter is broadly very impressive: at low revs it's a tad lethargic

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delivered with a linearity akin to a naturally aspirated engine. It welcomes revs

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and while this is at once engaging for keen drivers

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it's also obstructive to achieving the claimed economy of 51.4mpg.Our other key criticism of the MkIII was a lack of dynamic sparkle

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something the original Focus was so revered for. Chassis tweaks here are relatively few (the steering has been lightened and the dampers' compliance improved)

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but the end results are... surprising. The Focus has rediscovered its flair.The overall impression is of both ends of the car working in harmony. The front tyres bite keenly

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while the rear axle is willing to play a role in tightening the cornering line if you ask it to. And it's always composed; Ford understands how to balance ride and handling without making a car overly firm. It's still not quite as life-affirming as that magical MkI

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but it entertains and its dynamic ability is unmatched by its myriad VW Group rivals.The sour note is cost. Sure

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Ford dealers are known to lop a few quid off

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this 180bhp engine - available only in goodie-rich Titanium X trim - is £22

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000 more than the Focus ST. The 148bhp version has identical torque

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and in less luxurious Zetec S trim is a better bet

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545. And if you simply want a Focus in your life

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a tepid 84bhp petrol kicks things off at £14k.

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If it ain't broke, don't fix it. Since 1998, 12 million have been shifted globally, and nowadays there's a Focus cranked out every 90 seconds. If that rate continues unabated, it will outsell the Model T by 2017.

Helpfully for those employed to facelift the third-gen Focus, though, there were elements gagging for a fix. The dashboard was crying out for the most help, being an object lesson in how to make buttons as small and sporadically scattered as possible.

No more. The centre console is operable without a magnifying glass, while an 8in touchscreen with a smartly designed media system controls nav and entertainment. The MkIII Focus's tech count was impressive at launch, and its optional self parking and crash-avoidance systems are enhanced here.

There are fresh engines, too. A frugal, sub-99g/km CO2 1.5-litre diesel is available in two tunes and will mop up nearly half of UK sales, while a new 1.5-litre 4cyl petrol turbo sits atop the non-ST Focus range. It also possesses two tunes - 148 and 180bhp.

The latter is broadly very impressive: at low revs it's a tad lethargic, but north of 2,500rpm there's a good spread of torque, delivered with a linearity akin to a naturally aspirated engine. It welcomes revs, and while this is at once engaging for keen drivers, it's also obstructive to achieving the claimed economy of 51.4mpg.

Our other key criticism of the MkIII was a lack of dynamic sparkle, something the original Focus was so revered for. Chassis tweaks here are relatively few (the steering has been lightened and the dampers' compliance improved), but the end results are... surprising. The Focus has rediscovered its flair.

The overall impression is of both ends of the car working in harmony. The front tyres bite keenly, while the rear axle is willing to play a role in tightening the cornering line if you ask it to. And it's always composed; Ford understands how to balance ride and handling without making a car overly firm. It's still not quite as life-affirming as that magical MkI, but it entertains and its dynamic ability is unmatched by its myriad VW Group rivals.

The sour note is cost. Sure, Ford dealers are known to lop a few quid off, but on list price alone, this 180bhp engine - available only in goodie-rich Titanium X trim - is £22,295. Or around £1,000 more than the Focus ST. The 148bhp version has identical torque, mpg and CO2 figures, and in less luxurious Zetec S trim is a better bet, at £20,545. And if you simply want a Focus in your life, with no care for tech or turbos, a tepid 84bhp petrol kicks things off at £14k.

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If it ain't broke, don't fix it. Since 1998, 12 million have been shifted globally, and nowadays there's a Focus cranked out every 90 seconds. If that rate continues unabated, it will outsell the Model T by 2017.

Helpfully for those employed to facelift the third-gen Focus, though, there were elements gagging for a fix. The dashboard was crying out for the most help, being an object lesson in how to make buttons as small and sporadically scattered as possible.

No more. The centre console is operable without a magnifying glass, while an 8in touchscreen with a smartly designed media system controls nav and entertainment. The MkIII Focus's tech count was impressive at launch, and its optional self parking and crash-avoidance systems are enhanced here.

There are fresh engines, too. A frugal, sub-99g/km CO2 1.5-litre diesel is available in two tunes and will mop up nearly half of UK sales, while a new 1.5-litre 4cyl petrol turbo sits atop the non-ST Focus range. It also possesses two tunes - 148 and 180bhp.

The latter is broadly very impressive: at low revs it's a tad lethargic, but north of 2,500rpm there's a good spread of torque, delivered with a linearity akin to a naturally aspirated engine. It welcomes revs, and while this is at once engaging for keen drivers, it's also obstructive to achieving the claimed economy of 51.4mpg.

Our other key criticism of the MkIII was a lack of dynamic sparkle, something the original Focus was so revered for. Chassis tweaks here are relatively few (the steering has been lightened and the dampers' compliance improved), but the end results are... surprising. The Focus has rediscovered its flair.

The overall impression is of both ends of the car working in harmony. The front tyres bite keenly, while the rear axle is willing to play a role in tightening the cornering line if you ask it to. And it's always composed; Ford understands how to balance ride and handling without making a car overly firm. It's still not quite as life-affirming as that magical MkI, but it entertains and its dynamic ability is unmatched by its myriad VW Group rivals.

The sour note is cost. Sure, Ford dealers are known to lop a few quid off, but on list price alone, this 180bhp engine - available only in goodie-rich Titanium X trim - is £22,295. Or around £1,000 more than the Focus ST. The 148bhp version has identical torque, mpg and CO2 figures, and in less luxurious Zetec S trim is a better bet, at £20,545. And if you simply want a Focus in your life, with no care for tech or turbos, a tepid 84bhp petrol kicks things off at £14k.

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The Focus magic is back, but it’s pricey if you pick the most interesting engine.