Ford Focus review: does the perennial hatch still deliver?

Published:02 June 2021

Ford Focus (2018) review
  • At a glance
  • 3 out of 5
  • 3 out of 5
  • 3 out of 5
  • 3 out of 5
  • 3 out of 5

By Keith Adams

Devout classic Citroen enthusiast, walking car encyclopedia, and long-time contributor to CAR

By Keith Adams

Devout classic Citroen enthusiast, walking car encyclopedia, and long-time contributor to CAR

► CAR's in-depth review
► Is the Focus...a bit outdated?
► No hybrid, plug-in hybrid, or electric model

Back in 2018 when this generation of Focus was launched, we were impressed by what a good all-rounder it was. That was three-years ago, and since then the Focus hasn't changed that much. This means it's still a brilliant do-all car. However, the competition has moved on, as have some customers. Ford's baby SUV, the Puma, now outsells the Focus.

Sure, since its inception a mild-hybrid has been introduced and there's been trim level changes and 0% APR offers to tempt buyers into dealerships. But would we recommend one over talented opposition such as the Volkswagen Golf, Seat Leon, Mercedes A-Class, BMW 1-Series, and Audi A3? 

Ford Focus ST review

Ford says that the Focus Mk4 has been designed to evoke memories of the original – but the company also claims it's the best Focus – the best car – it's ever launched. Given Ford's successful back catalogue, that's some claim. 'The fourth generation of Ford's middle-sized hatchback, is nothing less than 'the best car we have ever designed, developed and manufactured.' So says Steven Armstrong, CEO of Ford of Europe, Middle East and Africa.

Why does Ford think the new Focus is the best car it's ever launched? As well as being designed to recreate driving dynamics of the first-generation car, this is an entirely new proposition ('apart from a couple of nuts and bolts') which is lighter, more efficient, and packed with safety kit.

Ford Focus (2018) review

A lighter and stiffer structure helps massively in achieving these goals. Ford says that the Focus Mk4 has 20% better torsional rigidity than before, which helps play a significant part in its improved NVH and tightened-up ride and handling. We'll get to how much better it actually is…

In addition, a longer wheelbase means that it's roomier inside, even though it occupies a similar footprint than before. And just for good measure, the sleeker, lower body pays off with excellent aerodynamics (Cd 0.27 for the skinny-tyred base model) and a more arresting look – again, we'll get to that later. Finally, and most importantly, Ford claims that it's the best-driving Focus yet, with the sharpest, most communicative steering. This is where the original Focus scored so highly (step forward, Richard Parry-Jones), and where we have very high hopes and expectations.

Ford Focus Mk4: inoffensively styled

In terms of where the Focus Mk4 fits into the Ford scheme of things, it's a real franchise reboot. Question is whether it's a successful one – and based on the styling, you'd have to say 'no', given the number of similarities it has with the previous Mazda 3.

The Focus has a strong visual identity, and pretty much all of its strongest design cues are missing from the MK4. In reality, it's more big Fiesta crossed with generic family hatch – and a disappointing effort considering it's being compared by its maker with the radical, brilliant original.

That car redefined the family car sector, whereas this one typifies this. As such, it's designed to appeal to as many buyers as possible while offending as few as possible. A bit like the 1990 Escort was, then…

Don't get us wrong – it's good looking, and we like the muscular haunches, the reverse-slope rear edge to the side windows and the indentations along the flanks, but we're just not wowed by it.

What's under the skin of the Focus Mk4?

Can a disappointing set of clothes be offset by brilliant mechanicals? After all, the original Focus introduced chassis sophistication yet-to-be seen in its market sector. The good news is that the C2 platform packs in plenty of new tech.

Under the bonnet you'll find 1.0-litre three-cylinder petrols with power ranging from 123bhp to 153bhp depending on if you go for a mild-hybrid or not. Unusually in 2021, you can spec a diesel too. There's a 1.5-litre with 118bhp or a 2.0-litre with 148bhp. All options feel punchy enough for day-to-day driving. 

Lower-powered Focuses, broadly those with 1.0-litre petrol or 1.5-litre diesel engines, have a torsion-beam rear axle, while grander versions have a development of the 'control blade' multilink rear suspension that has long been central to a Focus's dynamic prowess. A Ford man said (off the record) that most buyers won't tell the difference.

Clean, simple interior

Ford Focus (2018) review: interior

Ford is proud of the sheer amount of safety kit available for the Focus Mk4, and although head-up display, intelligent adaptive cruise and Stop & Go for slow traffic are no great shakes in this market sector, it's a leap forward over the old Focus. The adaptive cruise's ability to use speed-limit signs and sat-nav information and Lane Centring Technology are welcome additions.

The automatic headlights are able to follow road markings round bends and aim accordingly, and can also identify junctions and roundabouts and broaden their beams to light them. The self-parking is cleverer, too, provided you have the new eight-speed double-clutch gearbox option. And Evasive Steering Assist applies helpful efforts to the steering wheel as you attempt to avoid something that's suddenly blocking your way.

The Focus also utilises FordPass Connect 'embedded' modem, which lets you remotely start the engine and check fluid levels via a phone app as well as handling all the usual connectivity functions. None of this is earth shattering, but it brings the Focus to the head of the class without actually redfining it.

CAR lives with a Ford Focus RS: don't miss our long-term test review

Ford Focus Mk4: interior quality

Ford Focus (2018) review: interior

Inside, it has more rear legroom (by 5cm over the old model; it feels more), a deeper boot and a cleaner, crisper dashboard with clearer displays and a bigger touchscreen in two sizes according to grandness. Crucially, the air-con controls are still real knobs and buttons and don't require digging through a screen menu, even if they are sited too low to speed read.

The centre console, now lower and less looming, has lost its manual handbrake, a move which will be welcomed by some and regretted by others.

There's a credible air of quality, with tight gaps and yielding surfaces, but the top of the dashboard feels disappointingly sticky unless you have the stitched-and-clad Vignale version. Top Focuses get a B&O Play stereo system (which sounds excellent), a wireless phone-charging pad and Ford's latest SYNC 3 multimedia interface (which you'll either love or hate).

Driven: the new Ford Fiesta ST hot hatch

Ford Focus (2018) review: interior

Ford Focus Mk4: how does it drive?

If we've come across as being a little nonplussed about the Focus Mk4 so far, the good news is that on the whole, it does all it needs to dynamically. The Focus comes across as an unflappable driver that is a huge step forward from its predecessor, especially in terms of refinement.

All Focuses come with several driving modes – Comfort, Normal, Sport, Eco etc – which alter steering weight, throttle response and, in an auto, gearshift points. There's also the option of fitting it with CCD (Continuously-Controlled Damping), which introduces adjustable damper stiffness. We'd say that CCD doesn't bring anything to the party.

On the beam axle-equipped models, it feels disappointingly jittery at motorway speeds, with far too much vertical movement over undulations at speed. It feels poised, composed and at home, but it never settles down enough for a car that's designed to spend most of its time in this environment.

Models with the control blade rear are blessed with a ride quality that you don't notice at first, so good is it at smothering disturbances and keeping the Focus's mass under control. Road roar is unusually well isolated, too, far better than the car it replaces.

Ford Focus (2018) review

Where the Focus scores really well is in its steering. It's precise, linear, well-weighted and allows the driver to place the car on a pin head. With the control blade-suspended rear, cornering is infinitely adjustable with the throttle without ever getting wayward in the tail.

It's a fluid set-up, shrugging off typical B-roads easily. There's a little less nuance with the beam axle car, which shares much of the premium model's low-roll agility, much with slightly less composure on less-than-smooth roads. 

It's sad to report, then, that the calm damping of the ST-Line is lost when CCD is specified. Whatever the setting, the body is forever gently heaving and abruptly chopping, only the frequency of heave altering with changed damper settings. It never quite settles. More work needed here…

Ford Focus Mk4: performance

Ford Focus (2018) review: driving

Performance-wise, the engine line-up ranges from acceptable to excellent. The 1.5-litre diesel is on the ho-hum side here, delivering average refinement and disappointingly flat off-boost performance. It's more efficient and quicker than the outgoing diesel, but that's about it – but as Ford says this model will account for no more than 30% of sales, it's not the priority it once was. 

The three-cylinder petrol engine is excellent, though. In its most muscular form (most powerful mild-hybrid with 177lb ft) it's a delight to drive, with little in the way of throttle lag at low revs and a progressive build-up of acceleration thereafter. When revved, it sounds uncannily Porsche 911-like, an unexpected soundtrack to a Focus drive.

Does it feel like a Mk1 Ford Focus? It's not as light on its feet, and not as playful, but the transparency and fluidity are there. Oh, and it's not ahead of the very best of the opposition – a disappointment.


Had Ford not said that the Mk4 was a big step forward as the 1998 Focus, we'd not have gone into this with such high expectations. But it has, and it's not taken anything like decisive leadership of it, like the original car did. Only in the area of safety kit does it command a lead over the best of the opposition.

Under the disappointingly derivative looks is a very capable car dynamically, and it's up with the very best (CCD apart) in terms of steering feel and B-road agility. Just as a Focus should be. It's also impressively roomy and much more user friendly than before, and in terms of refinement and ergonomics, it's light years ahead of the car it replaces.

The Focus breed has long aspired to the kind of classless quality that a Volkswagen Golf has always done so well. The Focus comes close, but not close enough. The lack of electric and full hybrid engines make it less adaptable than its main rivals, while its so-so interior is outclassed by many family hatchbacks too.

We suspect those who are anti-SUV and want a family hatch that's good to drive and simple to use will be pleased with a Focus. But we also suspect there's a shrinking number of people who fall into this category. 

More Ford reviews by CAR magazine


Price when new: £22,215
On sale in the UK: Now
Engine: 998cc three-cylinder turbo mild-hybrid, 123bhp @ 6000rpm, 148lb ft @ 1600rpm
Transmission: Six-speed manual, front-wheel drive
Performance: 11.3sec 0-62mph, 120mph, 56.5mpg, 114g/km
Weight / material: 1294kg/steel inc high-strength boron
Dimensions (length/width/height in mm): 4378/1979/1461mm (with antenna)


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By Keith Adams

Devout classic Citroen enthusiast, walking car encyclopedia, and long-time contributor to CAR