2013 Ford Focus

 

The 2013 Ford Focus ST picks up where the SVT version left off after the 2004 model year by transforming the pedestrian Focus--a nice but otherwise serviceable car--into a true enthusiast's ride, stuffing a high-output engine under hood, installing a sport suspension underfoot, dressing the interior with some serious seats and equipment and generally giving a performance nod to every aspect of the car.
Where your regular Focus models make do with a naturally aspirated 2.0-liter four-banger turning out 160 hp and 146 lb-ft of torque, the ST model gets the 2.0-liter EcoBoost engine with all of its accompanying tech features: high-pressure direct fuel injection, turbocharging and twin independent variable camshaft timing. All of that adds up to 252 hp and 270 lb-ft of torque, with a trick overboost feature that allows for extending that peak torque for 15 seconds at a time.
Enthusiasts have more reason to rejoice: Every ST also gets the requisite six-speed manual gearbox; there are no automatic or dual-clutch transmission options available. And every ST sold in North America will be the five-door. European markets will get the option of a wagon but nowhere will the Focus ST be built as a sedan.
The suspension sees some serious revisions, too, from its stiffer springs and shocks to a beefed-up antiroll bar. The ride height has been lowered by 0.4 inch. But the bigger news is with the steering system, which gets completely redone for the ST and sports a variable-ratio steering rack. The setup reduces sensitivity when driving in a straight line, but quickens up nicely when cornering.
Standard across the ST lineup are a host of electronic features we particularly appreciated, including a stability control system with three levels of intervention (including completely off!), a torque-vectoring control system that acts like an electronic limited-slip differential and a cornering understeer control system that does exactly what its name implies.
The design really plays up the car's performance credentials, too, with revised front and rear fascias featuring more aggressive details, from the one-piece grille to the single center tailpipe. Below the front bumper the splitter dips lower and sweeps around the corners, with fog lamps inset deep and wide. The ST also gets unique 19-inch alloy wheels and an integrated roof spoiler.
Inside, all STs gets larger, thicker steering wheels, unique shifters and pedals and a dark headliner, as well as a unique gauge cluster for turbo boost, oil pressure and oil temperature. Up-trim ST2 cars add some nicely bolstered part-leather Recaro sport seats, dual-zone climate controls and an upgraded Sony audio system. ST3 models get full-leather, eight-way power-adjustable and heated Recaros, HID headlamps and a navigation system.
What is it like to drive?
All of that extra oomph is apparent right off the bat. But unlike a car such as the Volkswagen Golf R--which, despite its slightly lower output is a faster car--the power delivery feels linear and smooth, not peaky, which gives the car a bit of a flying-under-the-radar feel. There's plenty of torque to pull you out of corners and up steep mountain passes without pause, and to propel you headlong down the freeway at up to triple-digit speeds in a blink, but there's never a whoosh! moment where you feel the turbo kick in. It's also a much more refined ride than the likes of a Mazda Mazdaspeed 3, which itself offers plenty of performance fun but in a rougher-around-the-edges package and without all of the near-luxury features available on the Focus ST.
The variable-rate steering works well, too, making easy work of tight, winding switchbacks, though the car's turning radius is abominable. At one point during our drive, an otherwise routine U-turn required three back-and-forths to complete the 180, making the compact Focus ST feel as big as an Expedition.
The shifter works well, even if the placement feels a bit far from the hand. Throws aren't too long, and even aggressive shifts never got hung up--a frequent problem in the Mazdaspeed 3. The ride is a bit rough--the frequent traffic-calming speed bumps we encountered attested to that--but it never reached the fatiguing point, even after 250 miles of driving. And the Recaro seats, though heavily bolstered and not particularly cushy, were nonetheless a comfortable place in which to spend a whole day.
Our test car also came with a host of safety features including blind-spot and lane-departure warnings. While we found the blind-spot system fairly unobtrusive, the lane-keeping assist was downright annoying, even with the sensitivity and intensity of its vibrating warning dialed way down.
The sound of the Focus ST just might be the most satisfying part of the driving experience. At low rpm the cabin is a fairly quiet space, but jump on the gas pedal and a specially designed active sound tube amplifies the throaty notes of the engine's intake and channels them into the cabin. It gives the engine a distinctive growl that enthusiasts should enjoy.
Do I want one?
Ford's first truly global performance product exceeds our expectations, if not just in 0-to-60-mph times, then for the how little said 0-60 will cost you. Stickers for the Focus ST start at just $24,495; mid-level ST2 cars tack on $2,385, with top-of-the-line ST3 trims starting at $28,930. Compared with the five-door VW Golf R, which starts at $36,860, the Focus ST is a steal, delivering 90 percent of the performance, more features, better styling and a more refined package for more than $12,000 less. The five-door GTI aligns almost exactly on price but is down 52 hp and 63 lb-ft of torque and doesn't offer the same level of on-road chops as the ST. Even the Mazdaspeed 3, perhaps the most natural comparison, feels instantly dated next to the sharply styled and wonderfully refined Focus ST.
For now, the car to beat in the compact hot-hatch segment for all-around value and performance is the 2013 Ford Focus ST, hands down.
2013 Ford Focus ST
Base Price: $24,495
On Sale: Summer
Layout: Five-passenger, front-engine, front-drive, five-door hatchback
Drivetrain: 2.0-liter turbocharged I4, 252 hp @ 5,500 rpm, 270 lb-ft @ 2,000-4,500 rpm; FWD, six-speed manual transmission
Curb Weight: 3,223 lb
0-60 MPH: 6.2 sec (est)
Fuel Economy (EPA): 25 mpg (est)







 

 

2012 Jaguar XFR

 
This 2012 Jaguar XFR is one finely dressed assassin. With elegant white paint that shines and looks sporty and a dark, leather-laden interior, this XFR is spot-on as to how I would spec out a Jaguar—if I ever have the means to acquire one.
I was supremely impressed with the cabin, which has pleasing touch points everywhere. I mean, everywhere. The leather on the doors, the headliner and the white stitching made a Mercedes-Benz that I drove recently look pedestrian. Add in the carbon-fiber veneer that bisects the dash, and you have one stately interior. It's hard not to like a sinister, jet-black interior in an athletic-endeavoring luxury sedan. It makes the correct statement that this is expensive, but it's there to be driven. Just in comfort.
Speaking of that, dialing up dynamic mode from a button in the center console adds a bit more response to the car, though it's fine in the base setting. This supercharged V8 is a rocket, achieving irrational speeds effortlessly. The transmission is generally smooth, though the kickdowns can be a touch unsettling. With tornado warnings in the area on the night I piloted this Jag, the ground was generally wet, which meant some outrageously fun tire spinning for me.
The XFR is a big car, and it handles well. Personally I like large, rear-wheel-drive sedans, so this luxury liner's dynamics are tailored my tastes. I've been impressed with Jag's styling, with the raked C-pillar, subtle curves and elegant styling cues such as the quarter-panel vents and tasteful yet bold grille. This is a smart, contemporary look for Jaguar. Add in the dark wheels, and you have a sporty look with a slight sinister streak.
The negatives? It does enjoy fuel. And the electronics can be a bit challenging to pick up during a one-night stint, though I did figure out the climate and audio expeditiously enough.
EXECUTIVE EDITOR BOB GRITZINGER: This is a wicked kitty, from the exterior trim to the power under the hood. While I think this wrapper, along with the new XJ look, can be too easily mistaken for some non-Jag, that's more of an observation that everyone is making handsomely styled machines these days. It's nothing that a leaper on the hood wouldn't clear up; the grille-mounted cat-face badge is hardly as easy to distinguish.
Like others, I love the highly refined power this beast can generate. The Jag's acceleration and a bit of wheelslip feels buttery smooth in its delivery, without any trace of sudden unexpected slip or harsh stability-control intervention. That alone makes it a joy to hammer around the slightest of bends. Add in the exhaust roar on acceleration, and the car is a sensory delight. Ride in this R trim is on the taut side, but it's not overbearing. The brakes are instantly responsive and spectacular. Steering is spot on and provides some road feel without intruding on the general sense of luxury.
All of that is great, but the car could use some of the same responsiveness applied to its electronics. Several times I pushed the Start button to shut down the engine, only to get zero response. Push and hold longer, and then it reacts. The same goes for controls such as the redundant audio and climate controls, some of which take more than a second to respond to a push, more than enough to make you push a second time as you wonder whether the button is working. This is an obvious flaw that seems easy to fix in a world full of high-speed processors.
I love Jag's application of rolling vent covers and the rising shift knob—that shifter is far simpler and easier to use than the electronic shiftgear offered by many other luxury competitors.
EDITOR WES RAYNAL: BMW M5, Mercedes-Benz E63 AMG, Jaguar XFR—that's about the midsize Euro performance field at the moment, right? The question is, will German car buyers go for a Jag? It's a good enough car, in my opinion. There's more than enough power here and it is very smooth, as are the shifts. The steering initially feels too light but it firms up nicely and the car feels solid and downright agile. The ride is a bit stiff but not too much so, and it's quiet at speed. It's a terrific performance cruiser.
The interior is well built, but I would want wood in my Jag, even if I opted for a performance version. I also found the center touch screen far too fiddly and requiring too many steps to do things like simply change the radio station or dial up some air at my feet instead of my face.
When the XF debuted we said it was a make-or-break car for Jag, and clearly it's been mostly successful. As I said, the Germans don't have much if anything on this car. The question is, does the performance-car customer know that?
ROAD TEST EDITOR JONATHAN WONG: Back when we had our long-term Jaguar XF Supercharged, I always used to get stopped in parking lots and approached at gas stations asking what I was driving. And why wouldn't they? The XF was a stellar-looking car then, and it's still eye-catching in 2012.
The 2012 model year saw the debut of a facelifted XF with a revised grille, hood and front fenders now with triangular side vents. And with LED accent lights being all the rage, Jaguar added those to the front headlight assembly is what they call a “J-Blade” arrangement. On this XFR there are larger lower fascia openings, black mesh grille inserts, a rear spoiler, rear diffuser and quad exhaust outlets.
Inside, the seats are new for more support, and more hard buttons were added to the center stack to make navigating through the touch-screen interface quicker.
Most importantly, the $13,900 price premium over the XF Supercharged gets you 510 hp in the XFR, which is a 40-hp jump to propel you to 60 mph in 4.7 seconds, instead of 4.9 seconds. Not only is the 5.0-liter blown engine responsive and powerful, but it sounds great. And as always, the six-speed ZF automatic transmission is on hand cracking off quick shifts. I remain very impressed by this drivetrain pairing.
Toss it around and the XFR is a willing partner, responding to steering commands instantly and making it easy to place the car wherever you want it. The body is so well controlled and the stick in corners is impressive. However, I always like some heft when it comes to steering feel, and Jaguars are always tuned to be light.
The beefy brakes with red-painted calipers look slick behind the gunmetal rims and also get thing slowed down in short order. Pedal feel is firm.
In all, the XFR is a gorgeous luxury performance sedan and it packs enough punch to be considered among the German brigade that includes the vehicles Raynal mentioned above. And we can expect a new Audi S6 in the not too distant future. Would I take the XFR over those? That's a tough one. I haven't driven the new BMW M5 yet, but I do like the Mercedes-Benz E63 AMG a lot.
2012 Jaguar XFR
Base Price: $82,875
As-Tested Price: $88,440
Drivetrain: 5.0-liter supercharged V8; RWD, six-speed automatic
Output: 510 hp @ 6,000-6,500 rpm, 461 lb-ft @ 2,500-5,500 rpm
Curb Weight: 4,306 lb
Fuel Economy (EPA/AW): 17/16.3 mpg
Options: Adaptive cruise control ($2,300); special paint trim ($1,500); piano black veneer ($790); jet headliner ($525); red brake calipers ($450)