Michael McAleer, Motoring Editor, found the new Ford Focus CC to be a compromise between weight with a big rear end, and the joys of open air driving
Compromise is a fact of life: from the job you do, the house you live in, to the car you drive. Stoics shrug their shoulders, and accept the limitations of life. Thankfully, there are very few stoics among the engineers of this world. Want to fly? The Wright brothers looked after that. Want to talk with your brother in Bolivia? Alexander Bell sorted that out. Want to cross the country on smooth roads? Leave that to . . . well, let's wait and see.
In the motoring world there are still plenty of opportunities for eager engineers to challenge convention. Previously, if you wanted to enjoy the glories of open-top motoring, then you had to accept the apparent vulnerability of a canvas roof.
One of the latest crazes in motoring circles has been the development of the hard-topped coupé. Roof up, and it's a proper coupé with sleek lines and sporting appeal. Roof down, and it's a proper convertible.
Alas, for now, there's still an element of compromise involved. As smart as these cars look from the front, there seems to be some form of trailer welded to their back ends. That's where ambition meets reality. The simple fact is: all that folded metal has to go somewhere. The general engineering consensus is to store it in the boot.
While cars with folding metal roofs were on sale in the 1960s, it was the French marques that pioneered this latest craze with the likes of the Peugeot 207 CC and 307 CC and the Renault Megane CC.
Yet even the latest versions of these cars suffer from the same aesthetic flaw: bulbous rear ends. Ford contracted Italian design house Pininfarina to sculpt and build this latest incarnation, but even they had to accept the engineering realities of folding a two-piece metal roof into the boot.
Judgment on the car's lines will be for the buyer, but we've yet to be wowed by the look of any of the hard-topped coupés, even at the premium end with the likes of the BMW 3-Series coupé and the Volvo C70.
It's not only to the rear that the Focus CC is bulky. This version of the best-selling Ford is also larger than any of its direct competitors. In this case it's a bonus, for interior space is larger than most of the competition.
So to that all-important roof. The good news is that the folding mechanism lacks the complexity of the VW Eos, involving only two folding parts, rather than the three on the Opel Astra or the five on the Volkswagen. The downside of this is that it lacks the added features of the sunroof on the VW.
However, by eschewing the extra complexity of the five folding parts, the Ford requires fewer motors. In practical terms, less complexity means fewer chances for things to go wrong.
That can only be a boon for potential buyers. It's a judgment call, but if we were ever to consider a coupé cabriolet, we'd also err on the side of caution as far as folding roof mechanisms were concerned.
While the lumpy rear end makes the car look awkward from the rear, it also allows the Focus to boast the biggest bootspace in its segment - up to 285 litres with roof down, and 534 litres with roof up. The loadspace is, admittedly flat rather than tall, so it won't suit all cargoes but there's enough aperture to access the boot even with the roof down.
The entire folding operation - accompanied by the whining motors - takes about 30 seconds, which is quick enough for most motorists, but still not as fast as some of the soft-top competitors.
Thanks to our glorious spring weather, we got plenty of opportunities over the weekend to pop the roof. In open-top format, a high windscreen means the top of your head doesn't become part of the car's aerodynamics.
Pop the roof down, and the car's lines look better proportioned, but overall the styling isn't as smart as on the Eos, though the roof is more basic in terms of mechanics and that would be a positive factor for us.
While the folding roof is merely on a par with competitors, where the Focus CC distinguishes itself is in its handling.
Ford's cars have had their flaws over the years, but the blue oval brand has always been able to make great cars in terms of driving pleasure.
They didn't drop the ball on this version, despite having to carry an extra 170kg and that extra overhang in the back. The test car didn't feature the optional sports suspension yet it was taut enough to retain all enjoyable driving characteristics.
Likewise, Ford has managed to create a pinpoint steering feel that's informative and the sharp smooth turn-ins are combined with plenty of grip to give it the edge in any corner.
At one stage we encountered a Mercedes E320 CDI that hung on to our rear bumper like a limpet.
By the time we had exited a trio of open corners the Mercedes was at least 100 metres behind. This was all done well below the speed limit, and it was all credit to Ford's chassis engineers.
A 143bhp 2-litre petrol engine powered our test car, and it pushed us along without complaint. There was the odd moment of power lag, particularly in third gear, but overall it had all the punch required for a car that's largely designed for smooth sunny cruising, rather than racing appeal. That said, we'd steer clear of the 100bhp 1.6-litre entry-level version if you ever plan to drive outside the 50km/h zone.
ALL THESE CARS CARRY significant extra weight over their hatchback siblings, and you really need a 2-litre engine to offer any sort of performance to match the supposedly coupé body format. Arguably the best engine offering in the Focus CC range is the 2-litre 134bhp TDI diesel, given the low-end torque on offer, though not everyone likes diesel putter in a supposedly sporting convertible.
We were annoyed that parking sensors are not standard fit on a car with such a long rear end and rather limited rear visibility. We were also disappointed with the wide gaps between the panels and the finish on the rubber sealant around the car, though we did like the use of chrome around the bodywork.
While the large strip on the boot looks dated, the edging on the lower front grille and on the fog lights - featuring on the top-end Titanium versions - gives the car a far more fetching front-end look than the regular Focus.
Overall, it's the best handling car in a rather underwhelming class in terms of driver fun. That's down to the Focus underpinnings, and when matched with the 2-litre powertrains it's an enjoyable combination.
The basic roof mechanics - in comparison to rivals - will give doubters greater confidence, though the rubber seals around the car were poorly fitted by Pininfarina's production line.
We've still to be won over to this format and all the cars in this market segment seem expensive for what they offer.
However, if you are looking for the coupé-cabriolet format, then the Focus CC is the best buy.
ENGINE: 1999cc four cylinders in line; DOHC; 16 valves offering 143bhp @ 6,000rpm & 185 Nm at 4,500rpm
SPECIFICATION:
16" Alloy wheels; radio/CD with six speakers; air-con; Electric and heated door mirrors; Body colour door handles and bumpers.
Zetec adds: 17" 10-Spoke Alloy Wheels; Sony Audio system CD/MP3 player; 3-spoke Leather Sports Steering Wheel; 'Quickclear' heated windscreen; Unique sports suspension.
Titanium adds: 17" 10-spoke alloys; Sony Audio 6CD player; 4-spoke leather steering wheel; Partial leather trimmed seats; Cruise Control; Heated front seats; rain sensing wipers and auto-dimming rear-view mirror; chrome front foglight and lower grille surrounds;
drivers seat power height adjustment.
L/100km (MPG):
Urban: 10.6 (26.6)
Extra-urban: 5.7 (49.5)
Combined: 7.5 (37.6)
CO2 EMISSIONS: 179 g/km
PRICE: 38,140 (€32,440 to €41,840)