Not everything will be SUVs. The raised bodies have defenders and detractors, and it is true that they are eating a good part of the sales pie but we still have interesting proposals like the Ford Focus Sportbreak.
Ok, yes, the SUV world can also be seen in some details of this Active finish, it's true. And it is also true that with everything it is a comfortable, spacious, well-equipped car and with a staging where driving comfort has prevailed above all else.
Ford Focus Sportbreak Active: the resistance
SUVs seem to be eating everything. They started from the larger, more premium end and have spread to utility SUVs, passing through crossovers and raised coupe sedans like the new Peugeot 408, I mean…Renault Rafale.
They have arguments to convince the public after all, and that goes directly against interest in other segments such as sedans or minivans. Even brands dare to reinvent mythical names to apply them to new SUVs, such as the Ford Puma or the Mitsubishi Eclipse Cross.
Other models remain to cling to their current ranges, and that is where our protagonist of today enters the scene. Ford has created an interesting range within its product catalog, and yet the Ford Focus stands as one of the most attractive options within the Oval brand.
And we say interesting because we are not just talking about one more compact. We are talking about a car that has or has had multiple personalities (without going into talking about finishes): Four or five doors, convertible, family, or like the Sportbreak that we have tested. With a certain air SUV to rise as the resistance among the compact.
It is the largest Focus within the family, gaining body with
respect to the saloon variant, as the brand calls it. It is 301mm longer, a bit
wider (19mm), and 77mm taller.
Some changes in the proportions that come from one side of the rear extension to become a family body, gaining a very good 243 liters of capacity from 392 to 635 liters. The trunk, by the way, apart from a lot of space, has very usable shapes and electric opening and closing, as well as a curtain to cover the load that is very easy to use.
On the other hand, there are country licenses in the bodywork such as the wheel arches protected with black plastic, a 30 mm higher ground clearance (163 mm), and some bars on the roof.
Beyond the measurements, the Ford Focus Sportbreak Active looks like a car proportioned to touch the 4.7 meters and with the nods to the SUV segment, it may possibly win the eyes of those looking for a versatile car.
Now, if there's one thing I liked about the Focus in person, it's that it looks like a well-packaged, grown-up-looking car that has matured over the years into one of the most convincing compact cars around. externally in any of its bodies.
It stands out for its sober and elegant lines, without sacrificing the nerves in the bodywork above the wheel arches that give it a good dose of personality, the elongated nose, the very vertical tailgate, and other details such as the metallic-look inserts or the double exhaust outlet.
It also resorts to non-functional decorations, such as the front side air inlets. They do not have an aerodynamic purpose, but instead, serve to hide part of the parking sensors and leave cleaner surfaces.
An interior that bets almost everything on digital
Going inside, you don't have to take great care to realize that Ford wanted the Focus to be a welcoming car. With respect to the previous generation, the surfaces have been cleaned to have visually larger spaces and with fewer interruptions.
That has a good side and that is that the design has improved and looks more modern, the finishes have not been neglected, which is good, although with some extra hard plastic or a simple appearance, and the perception of space is really generous. The not-so-good side is that this cleaning has eliminated a good part of the touch controls.
Now on the center console we only have the start button (keyless access and start), a volume wheel with the on/off button, and four shortcuts: parking assistant, start&stop system, defrost windows, and driving modes . Everything else has been integrated into the 12.3-inch touchscreen mounted on top of the dashboard. Ford's SYNC 4 infotainment system has improved although it is continuous with what we already knew; yes it is easier to use, with simple menus and more or less fast reactions (sometimes it stays a bit).
It has compatibility with Android Auto and Apple CarPlay, FordPass to remotely control some vehicle functions and OTA updates.
The lower part of the screen is always visible with some of the commands for climate control, but not all. To access the airflow settings, you have to enter the menu and in any case, although there are fixed virtual controls such as those for temperature, they are not as natural to use as traditional controls. They cannot be used without taking your eyes off the road.
At first, I didn't find the menu layout very intuitive and I had to do a bit of research to figure out where some common features were. When you find them you already find yourself more integrated into the car but ergonomically I think that it is not 100% well resolved.
Yes, there are more physical controls on the steering wheel, which will help us to control the adaptive speed control or the settings of the dashboard or the multimedia system. Unlike other Ford models in the Focus, the driving modes are not on the steering wheel.
As we said before, to change it we will have to go to the direct access under the central aerators or in the menu on the screen. In this case, I don't care exactly the same because the driving modes (Normal, Eco, Sport, Slippery, and Track) have seemed quite dispensable to me except for those intended for off-road use and in very specific cases.
And behind the wheel another 12-inch screen (in the higher finishes, if it is not a double analog sphere with a 4.2-inch screen) which, following the latest additions to the firm, is the most attractive in addition to having an excellent display. in any light condition.
The available information is clear, with easy-to-understand menus and moderately spectacular staging. It has two display options and the truth is that beyond the change of colors and graphics depending on the driving mode, it does not provide great added value compared to an analog-digital combination.
The head-up display has left me with mixed feelings. It is a system that can be very useful with practical, concise, and well-arranged information, but when it is projected onto a transparent plastic screen that is placed above the dashboard, the view has to make more changes in focus.
As for habitability, we have a high dose of space. The width of the shoulders stands out, which generates a great real amplitude (not only in terms of perception). The front seats are specific for the Active finishes and have upholstery that includes the logo of the variant and some prominent sides.
They aren't sporty, but they hold well, and they're also comfortable seats with a reasonable level of adjustability to find the right posture. I liked that the padding is soft but without going too far. The ears don't give much support.
In the back, well, a little more of the same. The bench is quite flat and there is no lateral support, but in return, there is plenty of space for two occupants and exactly right for three. Where it does stand out is in legroom, with plenty of room to place your feet without touching the front seat and the backrest has a reasonable inclination. At 170 cm tall I had plenty of space.
Possibly one of Ford's most comfortable cars
We anticipated it before and now we confirm it. There is no doubt that Ford wanted to make the Focus Sportbreak Active a comfortable and versatile car in which you can travel with your family comfortably regardless of the type of asphalt or terrain.
The suspensions work in an extremely progressive way to digest the imperfections of the terrain. The first section of the course is soft and swallows typical street potholes or broken asphalt surfaces well. It also offers moderate comfort if we get off the asphalt and drive on the track. No bounce was shown.
The counterpart in this case comes when we attack the turns
of the curves because a logical transfer of weights comes to light and the body
leans, although in a controlled and predictable manner. Because yes, it can
also be used to go cornering because the chassis is really noble and brings out
remarkable dynamism.
The wheels equipped with this variant are 17-inch, with a specific design and finished in two colors, with Continental EcoContact 6 tires in 215/55-17 sizes that we have found to be a good choice in terms of versatility (suitable for winter) and with a reasonable grip, and that they could use some improvement in terms of loudness.
The 1.0 EcoBoost engine that hides under the hood is Ford's star bet for a Focus in which there are still no conventional, plug-in, or 100% electric hybrids. It is a 998 cc three-cylinder turbocharged gasoline engine that is paired with a 48-volt mild hybrid scheme.
Thermal performance is on paper 155PS at 6,000rpm and 220Nm of torque at 3,000rpm, paired with an alternator/motor that adds an extra 16PS and 50Nm under certain conditions and for a limited time.
Its staging in combination with the seven-speed dual-clutch PowerShift automatic gearbox is above all smooth. The electric motor supplements the heat engine at low revs to then let the heat work on its own.
There are no noticeable seams in transitions and the push is always linear. We will only be able to perceive that there is an intrusion of the 48V system when we release the accelerator in more pronounced retentions than usual to recharge the additional battery that is under the passenger seat.
Punching is not his strong point. Yes, it seemed like a nice engine to carry at low and medium revs. What's more, the L mode of the gearbox that stretches the gears much more has seemed dispensable to me (except in specific off-road conditions where it can be useful).
Otherwise, it's a nice, smooth, quiet car that runs just right. It is a liter three-cylinder moving car of more than 1,500 kg, we cannot expect it to be as fast as an ST either. It doesn't even pretend to be, but it does push correctly in recoveries and allows us to overtake without breaking a sweat.
Regarding the driving modes, we have carried out most of the tests with Sport mode for a simple reason, and it was not to look for benefits: the steering feel is excessively filtered and in Normal and Eco modes it feels very light. Having a little more weight on the steering wheel helps to simulate a little more information, although in these cars with ADAS and especially lane guidance it is the price to pay.
With the brake pedal, the same thing may happen a bit and it took me a while to get to grips with it. It has a lot of bite in the first section and I hit the occasional brake too much involuntarily. I don't know if it's due to regenerative braking but it seemed a bit strange to me.
A Ford Focus for every driver
Among the constellation of variants of the Ford Focus available, possibly the Sportbreak Active together with the compact Focus of a lifetime are the ones that best fit the current scene.
I liked Ford's proposal with this car because it has a very wide range of potential audiences that can satisfy both those looking for a large compact, such as a not-very-tall SUV, such as a saloon. And besides it is very practical.
The interior habitability, the extra-large space for the trunk (it takes 15 liters out of a SEAT León Sportstourer, 27 to a Peugeot 308 SW or 41 to a Kia ProCeed. Only the Skoda Octavia beats it by 5 liters), and winks such as retractable protections for the edges of the doors I have found very good arguments.
On the other hand, consumption is also correct for a 1.0 engine driving a large car, and that is that we have taken an average of 6.2 liters per 100 km in the test. Not very deviated from the 5.6 liters that it approves in the technical sheet.
As for the price, the Focus Sportbreak Active starts at 36,595 euros (with discounts), about 1,200 euros more than the five-door body, so it can be a very interesting option for drivers with families or who need interior space for example for your work.
At the starting price we must add a good handful of extras:
the Fantastic Red paint (748.95 euros), the Technology Package (800 euros:
cruise control, BLIS, signal recognition), HUD (450 euros), LED headlights
adaptive (950 euros), Parking Package (450 euros), panoramic roof (1,098
euros), tinted windows (200 euros), Ice Pack 70 (400 euros: large screen, Apple
CarPlay, Android Auto, B&A sound system, SYNC 4 ), winter package (450
euros) or opening the gate without hands (600 euros).
In total, 40,000 euros are far exceeded for our tested unit (42,742 euros specifically), but well loaded with equipment. The brand announces in the configurator that by applying the active discounts it would stay at 37,303 euros.
A Peugeot 308 SW is cheaper, but also less powerful and
there is no mild hybrid option; yes there is a PHEV version. The same thing
happens with the Renault Megane Sport Tourer and the SEAT León. They have all
been on the market longer. The Skoda Octavia Combi does have a micro-hybrid version, the same power, and a lower price.
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