Chassis tweaks also feature on the Focus. An overhaul of the suspension system is said to reduce chassis flex and in turn allow the steering to be tuned to reduce the amount of effort needed while maintaining the precision. Which all sounds okay in theory, so long as the changes do indeed maintain and even enhance the Focus’s position as the driver’s car of choice in the class.
Under the bonnet, there’s the usual array of fleet-friendly diesels, now downsized from 1.6 to 1.5 litres in various outputs, plus a range-topping 2.0-litre version.
However, it’s the petrol versions that still intrigue most private buyers, and there’s a new 1.5-litre EcoBoost in place of the previous 1.6, plus that firm favourite, the three-cylinder, 1.0-litre EcoBoost, in various flavours, including the 123bhp version fitted to our test car. Our example is a plush and extremely well equipped £22,295 Titanium X version, with almost another £3000 in options on top, pushing it into premium money at £25,775 all in.
Read the 2014 Ford Focus first drive
The Golf here is a 120bhp 1.4 TSI petrol-powered mid-range Match model. You won’t be wanting for much equipment, our £21,700 test car (£20,335 base price plus £1365 worth of options) coming with the likes of touchscreen infotainment and adaptive cruise control.
On the spec sheet, this Golf gives away 3bhp to the Focus but has identical peak torque of 148lb ft (the Ford’s maximum figure achieved on overboost). The Focus, on paper, has an economy advantage, though. Its combined figure of 60.1mpg eclipses the Golf’s 53.3mpg, and its CO2 emissions of 108g/km also comfortably beat the Golf’s 123g/km.
I jump in the Golf first, to refamiliarise myself with the class’s benchmark. To get the subjective stuff out the way first, I think that it’s still the classiest-looking car in its sector.
The more Mk7 Golfs that I see on the road, the more I like it. I just can’t see the lines of this generation of Golf aging any time soon. Compare that with the Focus. The original Mk3 design was quite faddish and soon dated. It’s much improved now but still lacks that timeless quality.
The Golf is a car into which you can quickly relax. Like the exterior, the interior oozes timeless class and sophistication and is constructed from materials of a high perceived quality. The controls are laid out clearly and nicely weighted, and a comfortable driving position with good visibility is easily found.
Time hasn’t harmed this Golf’s visual appeal inside and out, then, and as it’s only two years old, it’s no surprise that the Golf remains a very fine car indeed to drive. It simply glides everywhere in a smooth and quiet fashion; the ride quality is unruffled by the worst that an early winter B-road can throw at it and it steers with a good level of feedback and precision, even if it’s a little light. Body control is also excellent.
VW has tuned this Golf to excel at comfort, refinement, stability and predictability.
That might read as ‘unexciting’ to some, but the Golf is able to lose its straight, sensible face for a moment. That fine body control also endows the Golf with a sense of poise and nimbleneess, thanks in part to
the relatively light kerb weight of 1225kg. It’s no GTI, but it grips well and urges can be satisfied.
The 1.4 TSI engine helps to that end. The old cliché that it feels quicker than its official 0-62mph time (9.3sec) suggests can be wheeled out here. It’s far from express pace, but it has a good spread of torque when you need extra shove and is a smooth, calm companion in its default running mode. Much like the rest of the car, then.