Exterior style aside, one of the things the really defines the new Focus is its interior design and execution. The materials are soft to the touch and the layout is both logical and in the end intuitive.

The key functions sit together at the top of the centre stack along with a small screen displaying the appropriate information. The driver can scroll through the menus and functions using the main controller located within the centre stack or its miniaturized counterpart that sits on the right steering wheel spoke. It looks a little intimidating at first, but it’s easily mastered.

There’s a second controller on the left spoke that looks after the functions housed in a screen that’s neatly integrated within the instrumentation. Among other things, it looks after the warnings and trip computer and it allows the driver to set up the car- including Mykey. This last feature allows the ownder to customize one of the ignition keys- no music without seatbelt use and preset speed warnings, plus it prevents Junior from deactivating the traction control, which puts an end to smoky burnouts. It’s pretty heady stuff.

Move rearward and the hatch is equally well conceived. There is enough rear-seat space to accomodate two in complete comfort and there’s plenty of cargo capacity. The hatch cargo area provides 23.8 cubic feet with the seats upright and 44.8 cu. ft with them folded flat. It also features a tailgate release button and a much needed rear wiper/washer.

Another of the big improvements to the Focus is found in the powertrain. The car arrives with a completely new 2.0 litre, direct injection four cylinder that includes variable valve timing on both the intake and exhaust cams. The net result is 160 horsepower and 146 pound feet of torque.

The delivery of power is both linear and unflustered, which means it arrives without the usual four-banger thrashing and attendant noise. It also gives the Focus the wherewithal to hustle from rest to 100 kilometres an hour in 8.5 seconds.

Power is relayed to the front wheels through one of two available transmissions- a five speed manual or a six speed twin clutch. The tester arrived with the former. While the gate is defines, the shift action is refined and the clutch is suitably light, it pales in comparison with the uplevel twin clutch unit. The latter is a sophisticated piece that does everything well and benefits from its sixth gear. In the end, it makes the Focus feel crisper off the line and it delivers a quieter highway ride. It also brings better fuel economy.

In terms of ride and handling, the Focus walks a very fine line. The suspension is well damped and comfortale without sacrificing the handling characteristics in the least. Likewise, the steering is precise and just the right weight- light at low speed firming as speeds rise.

There are few electrically assisted systems that are as well sorted. More importantly, understeer stays at arm’s length, especially when the Focus is equipped with the optional tires. Push it through a looping on ramp and it handles everthing thrown at it without missing a beat.

Dynamically, the Focus is a remarkably accomplished car. However, there is a caveat- the sedan has a noticeably softer feel than does the hatch, so it tends to feel a little less sporty. A big part of the handling equation is the inclusion of torque vectoring along with the usual electronic stability control systmen. When the torque vectoring system senses understeer, it dabs the inside front brake, which tricks the differential into sending more power to the outside front wheel. This action physically turns the car into the corner.

At the same time, the stability control systen dabs the inside rear wheel, which, again, turns the car in. Rather than operating as two separate systems, the two work hand-in-glove to push under steer far enough out that it really is non-issue.

The Focus is a very well-conceived ride that has been equally well-executed. It has a solid chassis, tight handling, a sweet powertrain and a cabin that is a step above the entry level norm.

So what’s the hitch? It’s the pricing structure, especially for those shopping the lower trim levels such as the SE tested area. Bluetooth? Extra. Heated seats? Extra. Block heater? Extra. And if you want rear floor mats, pony up another $10.

Throw in the tester’s sort package, power sunroof, 17 inch alloy wheels, Sirius satellite radio, metallic paint and you’re staring down the barrel of a $30,000 car after the government takes its chunk.

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