But this is the new Focus Estate and any visual links with the old model have been well and truly severed. That’s no bad thing, as New Edge never really worked with the wagon’s boxier shape, reflected in the less than sparkling sales. This is where the more conservative approach is most convincing. New Focus translates into a good-looking estate car: classy, well-proportioned and handsome. Radical it isn’t, but there you are.
In fact, you can make an argument for the Estate being the looker of the range; it seems to have a lower, broader stance than the hatch and your eye isn’t drawn into making slightly unflattering comparisons with the old car.
The new Focus Estate is longer (by 19mm) and wider (by 138mm) than the old car, but although rear-seat passengers will notice the extra space, the Labrador will find a little less tail-wagging space in the back. The 475-litre boot is 45 litres down on the old car, though it’s five litres up on the new Astra Estate.
Drop the seats and its 1525 litres loses out to both old Focus (1580 litres) and Astra (1550 litres).
One of the foundation stones of the old Focus’s appeal was its excellent packaging and Ford’s attention to detail is just as impressive this time round. The Estate’s headlining kicks up at the rear, liberating 21mm of headroom for passengers in the back. Rear suspension is the same compact multi-link arrangement used on the hatch, with tweaked spring and damper rates.
The cabin shows an equal preference for maturity over modishness with a considerably more conventional dash design that, were it to come from VW, wouldn’t raise an eyebrow, though the oval face-level vents take Ford branding to subliminal levels of subtlety. What’s undeniable is that cabin quality and build are an order of magnitude better than before. Some of the plastics are still a bit iffy and the Ghia wood trim looks as naff now as it always has. But there’s a new sense of toughness and solidity – and of airiness.
The Focus was never short of legroom but there’s even more now, as well as 40mm more shoulder room. The driving position (adjusted by electric seat motors on our Ghia-spec test car – there’s even the option of power-adjustable pedals) is excellent, with all the major controls well aligned and the seats both supportive and comfortable.
All right, so the Focus has become something of an aesthetically flair-free zone. It’s almost forgiveable given the compensations in other areas. Much harder to accept would be any dulling of the Focus’s formidable dynamic talents. First impressions are positive – the clutch is light and smooth, the gearchange notchy but wieldy and precise.
Which is just as well, since it sees a fair bit of action teamed with the 107bhp 1.6-litre version of Ford’s TDCi turbodiesel. Although quieter and sweeter than the 2.0-litre TDCi, the 1.6 doesn’t have anything like as much torque (177 plays 236lb ft). It feels brawny enough in the lower gears and sprints to 62mph in a handy 10.9sec, but by fifth the snap has all gone. A rangey top cog helps economy, though: the 1.6 returns 58.9mpg on the combined cycle.
As we noted at the launch of the Focus, if the new electro-hydraulic power steering isn’t quite as engaging as the pure hydraulic set-up of the previous model (and the 1.4/1.6 petrol variants of this one), the shortfall is small. And besides, the new Focus still steers with more alertness and feel than most rivals.