Rounding out the distinct trio of homegrown cars is, well, an immigrant. Sure, America's blue oval company paid for its development, but they didn't pay us. Credit for development of the Focus - much like the Contour, Mystique, and Cougar that preceded it - goes to Ford of Europe, with allegedly some input from Mazda and Volvo, who use the new Focus as the basis for the 3 and S40. Complicated origins cause complicated cars, and the Focus is less focused than the other domestic entries. The 2005 model offers four body styles - "ZX3" 3-door hatchback, "ZX4" 4-door sedan, "ZX5" 5-door hatchback, "ZX5" 5-door wagon - which sets a record. (Why no ZX2 coupe instead of two 5-doors?) Combined with the trim lines, there are 12 Focus models to choose from, with two different engines and three different suspension configurations.
It's easier than it sounds, I think. The general Focus hierarchy, from bottom to top, goes S, SE, SES. SE adds AC, power everything, MP3 CD player, and keyless entry while SES adds a telescopic steering wheel with audio controls, cruise control, a 6-disc CD changer, and 16-inch wheels. The wagon lineup subtracts the S and the sedan lineup adds the specialty ST model to serve as the Focus flagship. All models except the ST share a 2.0 engine making 136 horsepower, 133 torque (subtract 6 and 4 in CA, MA and NY). Low-end S and SE models have a "European Inspired Suspension" as the starting point. High-end SES models and all wagons step up to an "Enhanced European Suspension," adding a rear stabilizer bar. The elite ST gets a "Performance Tuned Suspension" and all-disc brakes to compliment its exclusive 151-horse 2.3 Mazda engine, now nicknamed "Duratec" instead of "Zetec." Like Dodge, Ford reserves its most competitive model for those willing to row their own gears.
No matter how it's sliced, the Focus is a marvel of packaging efficiency. While far from the longest, widest, or tallest, its 108.1 cubic inches almost approaches EPA "midsize" territory. Trunk space tops even the Saturn (and a Honda Accord), and its 14-gallon gas tank is on the high side. Maybe it really is what's on the inside that counts.
And the Old World education seems to have done wonders for driving dynamics. I have yet to hear anything short of a glowing review of the Focus' sporty, comfortable feel, which is probably its greatest competitive advantage. It may not have a steroid-injected version like the Ion and Neon do, but it's the most rewarding to drive at normal speeds. And even if most Foci are limited to one engine, it's at least right-sized and fairly efficient. The interior is well laid-out and doesn't scream "cheap" like the others. Instead of gimmicks like Saturn's bizarre dash layout, Ford emphasizes tasteful style and offers coveted features such as making MP3 audio standard on almost all models - something no one else does as of yet. Between Ford and GM, it's clear which company has a firmer understanding of the highly-targeted youth market.
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