7/23/2023 0 Comments 2016 ford focus![]() The Honda Civic, Mazda 3, and Volkswagen Golf all beat that grip, but not by much. During hard cornering, the front tires slide first at a modest 0.83 g of lateral adhesion. Four-wheel discs in combination with 16-inch all-season tires carried by attractive aluminum wheels stop the car smartly in 173 feet from 70 mph with only slight fade. The brake pedal is firm after a short initial travel, and deceleration is thereafter proportional to the pressure applied, as it should be. Braking in the middle of a turn poses no issues, and body roll is never excessive. The damping is excellent, the chassis never feels flustered, and the suspension doesn’t crash into its bump or rebound stops. While the steering is accurate and well weighted, minimal road feel reaches the nicely contoured steering-wheel rim. ![]() We hope such systems improve before this “off” button disappears in the quest for 54.5 mpg.įinding the fun-to-drive vitality originally baked into the Focus’s soul by European engineers requires digging. Fortunately, Ford allows the driver to deactivate this “shakin’ all over” rock ’n’ roll. With stop/start active, the peaceful moment provided when the engine rests at a stoplight ends with the same fuss a dog makes after a bath. Some Moaning and Tremblingĭuring normal driving, you hear little more than a soft moan from the drivetrain. A few other extraneous options bumped the bottom line on the tested car to $22,600. Going automatic, though, also requires an $895 EcoBoost Appearance package consisting of bigger wheels, rear disc brakes, fog lamps, and LED lighting. Our test car came with this automatic, which adds another $1095 to the tab (the standard six-speed manual gearbox is unchanged from last year). With the three-cylinder, two-pedal driving comes courtesy of a traditional torque-converter automatic rather than the dual-clutch gearbox offered with the base 2.0-liter four-cylinder. This year, the three-banger can be paired with a six-speed automatic in the Focus SE, the middle of three trim levels (not counting ST and RS), in the buyer’s choice of sedan or hatchback body. market in the 2014 Fiesta and migrated to the larger Focus in 2015. This wee powerplant cranks out 123 horsepower at 6000 rpm, or 2 hp per cubic inch, and its torque curve peaks at 3500 rpm with 125 lb-ft. The 1.0-liter three-cylinder (smaller than some motorcycle engines) that Ford manufactures in Romania has a cast-iron block, an aluminum 12-valve head with integral exhaust manifold, a longish stroke, direct fuel injection, and an all-important turbocharger. While we adore the ST and the RS models that define the high-performance end of the Focus spectrum, their hot engines and track-tuned chassis make them distant cousins to the Focus SE under scrutiny here. While the Focus has earned 10Best Cars recognition in the past, this current, third-generation model is nearing the end of its life and, in spite of a minor facelift for 2015, has been surpassed by competitive sedans such as the Mazda 3, the Chevrolet Cruze, and the Honda Civic, most with roomier back seats and some with sharper driving dynamics.
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