Ford Focus Mk2 Review (2004-2010)

When it was new, from 2004 to 2011, the Ford Focus mk2 was consistently one of Britain’s best-selling cars. Not just a family hatchback, the Focus mk2 was also available as a saloon, an estate car, and a four-seater convertible/coupe – the CC – that featured a folding metal roof. A firm favourite of company car fleet buyers, the mk2 Focus also spawned a couple of sporty derivatives, the Focus ST and Focus RS, both of which remain in strong demand more than a decade since production stopped.

For the most part, though, the Focus mk2 never managed to attain the same sort of kudos that the Volkswagen Golf did, and as a consequence prices on the used market aren’t as high as perhaps they deserve to be: which, of course, is your gain. Truth is, though, the Focus mk2 is a more lively, entertaining drive than the Golf, and features some first-rate petrol and diesel engines. What lets the Focus down a little compared with the VW is that the quality of its cabin materials, especially the plastics, are a notch or two below, but on the plus side, practicality is impressive, with a comparatively roomy interior that's awash with useful storage areas, and even the CC has a large boot. Plus, the Focus mk2 has proved more reliable than the Golf mk5.

Ford made sure the follow-up to the excellent original version of the Focus was an even more practical family runaround. It was bigger in almost all directions than the car it replaced, and that means that even today it feels surprisingly spacious. There’s enough leg and headroom in the rear that even those over six-foot tall will be able to get comfortable, while it's even possible to fit three adults across the bench at a pinch.

This was also the last Focus to be available with both three and five-door body styles, with the former looking sharper but having far less easy access to the rear seats - although the front chairs do slide and tilt forward to ease access. By far the least accommodating is the CC convertible, which is a strict four seater and has a rear bench that’s fine for kids but will feel cramped for taller adults on longer journeys.

In terms of boot capacity, with a 385-litre load bay the second generation Focus hatchback is actually more spacious than the car it replaced. As you’d expect, the estate is more spacious again, with a figure of 503 litres. Both boots are well-shaped with a reasonably low lip, making it easier to stow large or heavy items. The rear seats also have a 60/40 split/fold function, although the rear bench doesn’t fold completely flat, which is a more of an annoyance on the estate.

Perhaps most surprising is the fact that it's actually the saloon and CC convertible versions that have the biggest boost, their long overhang at the rear creating large 526-litre and 534-litre capacities respectively. Be aware, however, that this figure shrinks to just 248 litres on the CC when that car's folding metal roof is lowered.

Regardless of model, the Focus delivers a comfortable driving position, with a wide range of-seat and wheel adjustment allowing you to tailor the Ford to fit. Visibility is good too, although the CC’s thick windscreen pillars blot your view at roundabouts and junctions. There’s also a plenty of useful storage spaces, including large door bins and a cuphollder between the front seats, while higher spec also get a centre armrest in the front that doubles as a useful lidded container bin.

During the lifespan of the Focus mk2 the mainstream models were powered by a number of petrol and diesel four-cylinder engines. The petrol line-up was underpinned by a 1.4-litre Duratec motor, but with only 80hp it’s too anaemic for a car the size of the Focus mk2. The 115hp 1.6-litre and 125hp 1.8-litre petrols perform ably, while the 145hp 2.0-litre unit gives plenty of zip without the higher running costs of a Focus ST.

As for the diesel engine range, there are a couple of 1.6-litre TDCi motors, a 1.8 TDCi, and a pair of 2.0-litre TDCi units – all are pretty punchy performers with fuel economy on the happy side of 50mpg.

The mk2 Focus ST and RS models are both powered by a turbocharged 2.5-litre inline five-cylinder petrol engine, which in the ST is good for 225hp, while in the more extreme RS, power tops out at 305hp (or 350hp in the limited edition RS500 model). As you’d expect, it pulls like a train and sounds great, with a warbly growl that’s reminiscent of the old eighties Audi Quattro.

While this Focus isn’t as sharp to look at as its predecessor, it’s just as sharp to drive. Precise and well-weighted steering makes the car easy and intuitive to place on the road, while the carefully developed suspension helps serve-up strong grip and a great sense of agility. Better still, the Ford combines this excellent handling with a genuinely cosseting ride, easily soaking up bumps and potholes with the composure of a more expensive car.

A little less comfortable are the ST and RS models, but the trade-off is even more engaging handling. Arguably, the ST is the more engaging of the two, as its chassis isn’t quite as overwhelmed by that muscular turbocharged engine sending all that power to the front wheels. Trick front suspension helps tame torque steer (when the car pulls to the left or right under extreme acceleration), but the RS can feel like a bit of a handful, particularly on bumpy roads. You

The earliest examples of the mk2 Focus are getting on for 20 years old now, so don’t expect them to be as well-equipped as even a modern city car. That said, they all get electric windows and central locking, while valuable features such as anti-lock brakes feature throughout. Zetec models add air-conditioning and alloy wheels, while Ghia models stood out for their plush velour seat trim and rather incongruous fake wood trim inlays.

The flagship Titanium X adds luxuries such as leather trimmed at heated seats. With the ST and RS you benefitted from bold bodykits on the outside and figure-hugging Recaro seats on the inside, not to mention an array of extra dials on the dashtop.

Look out for post-facelift examples – December 2007 and later – as, in addition to minor cosmetic upgrades, there were improvements to trim quality and levels of standard equipment.

In terms of its infotainment, the Focus is fairly basic, with a standard radio and CD player that on later cars added Bluetooth connectivity and even an aux-in socket for external music players. An upgraded Sony set-up was offered that added a glossy-looking display and slightly enhanced sound quality, but no real increase in features. A rare extra cost option was the sat-nav upgrade that featured a large touchscreen display - it looks surprisingly modern at a glance, but the clunky graphics quickly date it.

Ford operates the Motorcraft servicing packages for older models and it’s worth comparing prices from official Ford dealers against what your local garage might charge. As an example, a minor service that includes an oil and filter change, air or pollen filter change, checks and top-ups for anti-freezer, washer fluid and brake fluid, plus inspections of the battery, tyre pressures, transmission fluid, and steering, along with a wash and vac, is priced at around £160 for all models up to and including the Focus mk2 ST, although not the RS. A major service which includes replacing the spark plugs is around £200.

The 1.6-litre Duratec Ti-VCT petrol engine is alone in having a cambelt (the others have camshafts driven by chains that are maintenance-free), which needs to be replaced every 36,000 miles, at which point the belt tensioner should also be renewed. And it’s worth noting that there are reports that when the diesel 1.6 and 2.0 TDCi engines hit 100,000 miles or so their diesel particulate filters (DPF) are starting to fail, which can land you with a £1,200 bill for a replacement.

Other than the sport ST and RS models, the Focus mk2 does a reasonable job at eking out miles from a gallon of fuel. The petrol models’ mpg figures range from the mid-30s through to 54 for the 1.6 Duratec Ti-VCT: the ST and RS both boast a claimed 30mpg, which isn’t too bad considering their performance. The diesel range peaks at 64mpg for some versions of the 1.6 TDCi (although most are rated at 58mpg), with the worst figure recorded for the 108bhp 2.0 TDCi at 48mpg. Annual road tax bills span from £30 for the 1.6 TDCi, through to £330 for the ST and the RS. The 345bhp limited edition RS500 falls into the £565 bracket.

Insurance groups are very much dictated by engine size and trim level, and span from group 10 to 17 for the mainstream versions of the Focus mk2, rising to 34 for the ST model and 38 for the RS.

Ford’s mid-sized family hatchback is generally viewed as being reasonably reliable, but like any other cars, age and high mileage takes its toll on certain things.

As diesel models reach the 100,000-mile threshold a number of common issues seem to raise their heads. The diesels’ dual-mass flywheel is a prime culprit for failure, especially if the car has been used for lots of stop/start journeys. Turbochargers are also starting to reach the end of their useful life by this stage and can suffer from worn out bearings. Cracks in the intercooler pipes, together with sticky throttle butterflies, can cause diesel engines to drop into ‘limp home’ mode, which severely limits the speed at which you can drive. As mentioned in the Running Costs section, diesel particulate filters (DPFs) are becoming blocked and require expensive replacement. Ask about all these issues, as fixing them can cost more than the car is worth.

The petrol engines have a few problems, too. Ignition coil packs are known to deteriorate and cause stuttering in the engine, while in some Focus mk2s the washer fluid lines split and leak water on to the cylinder head. The corrosion this causes can fuse the spark plugs into the cylinder head, which could lumber you with a £2,500 bill to replace it. The 2.5-litre five-cylinder engine in the ST can suffer from split cylinder liners, and although it’s about an £800 job to solve the problem, the car’s value and popularity make it worth the expense.

Water ingress is prevalent throughout the Focus mk2 line-up, either through the rubber windscreen surround or through the tailgate of the hatchback and estate versions. The heated windscreen is also notorious for failing. Broken suspension springs are a constant nuisance, alternators are now getting old and unwell, power steering racks are known to give up the ghost, and an illuminated ECU light may well indicate a dicky oxygen sensor or crank sensor.

The Focus mk2 was subject to 17 recalls whilst originally on sale, and because some of these entailed potential fire risks, it’s unlikely many cars slipped through Ford’s safety net for rectifications. Still, it’s worth checking any necessary work has been done.