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Two things matter most with electric cars: range and price. If it can drive far enough on a single charge to be practical and doesn’t cost too much more than a conventionally powered equivalent then…

In Our Garage

2017 Ford Focus Electric

Two things matter most with electric cars: range and price. If it can drive far enough on a single charge to be practical and doesn’t cost too much more than a conventionally powered equivalent then some semblance of sales success will follow.

Being that the latter situation hasn’t fully materialized I probably should’ve mentioned a third criteria to electric vehicle success, government support. Everywhere that EVs are relatively plentiful you’ll also find well-funded taxpayer programs, first to reduce the cost of initial purchase through rebate programs, and secondly to supply the necessary public charging stations to facilitate life with a plug-in vehicle.

Until recently, the highest EV rebate payout in Canada was Quebec at $8,000 compared to $5,000 in BC and zero anywhere else, other than Ontario that now gives buyers of some electric cars, including Ford’s Focus Electric, up to $14,000 back through various programs. We can discuss how fair it is that many hardworking Canadians who can’t afford a new car are stuck paying for those who have more, but that’s a philosophical and/or political question for another time. Rather, it’s probably better to talk about how you can get your hands on some of that “free” money by purchasing one of these electrics, because it might be a lot more within your reach than you may have previously thought.

Let’s start by doing some elementary math. The 2017 Focus Electric starts at $31,998 plus freight, fees and taxes, but Ford is currently (August 26, 2017) offering $3,595 of no-haggle discounts so you can have it for $30,153 including freight before taxes, or maybe less if you ask nicely or play as if your trade-in is worth more than you know it actually is. This means you can be driving a Focus Electric for a bit over $16,000 and taxes after rebates if you live in Ontario, $22,000 and taxes if you live in Quebec, or $25,000 and taxes if you live in BC.

Factor in that you’ll be paying a fraction of what you’d otherwise ante up for fuel, or potentially nothing at all if you coordinate your daily outings so as to plug-in at the many aforementioned charging stations that have yet to start charging users money in most jurisdictions, and you should easily be able to add up exactly how much you’ll be saving by chopping 100 percent off your auto fuel budget.

Electric car maintenance is much lower too, especially under the hood where there’s so much less to go wrong, and while it’s difficult to put a price on using HOV lanes with only a driver in the car, to some people “time is money,” as Mr. Franklin once said.

But does the Ford Fusion Electric meet the other key EV objective? Does is supply enough range after a full charge to satisfy practical applications. After a week spent in the original 2013 Focus Electric back in the fall of 2012, I certainly didn’t think it was worth my tester’s rather steep $42,749 as-tested price, especially with 122 kilometers of best-scenario range in ideal conditions, a maximum of 89 being all that ever showed up on my tester’s gauge cluster. I never dared try to find its real-world limit, because it was too difficult to guess and I didn’t want to get stranded on a bridge somewhere.

That was then, this is now. Where the old 2013 Focus Electric was better left in the hands of adventurous souls not affected by range anxiety, today’s 2017 Focus Electric qualms any such worries thanks to 161 km of EPA-estimated range. That’s still 11 km short of the Nissan Leaf, the world’s best-selling electric, and eons less capable than the new Chevy Bolt that can manage up to 383 km per charge (believe me, I couldn’t drain the Bolt’s batteries no matter how hard I flogged it), but the Bolt begins at $43,195 before freight and fees, while the Leaf’s price range starts at $33,998 and rises to a lofty $40,848 when fully trimmed out, which makes the Focus Electric appear pretty thrifty even when paying an extra $550 for its fanciest paint job and another $1,000 for leather upholstery.

But still, is the new Focus Electric liveable? Not from an interior ergonomics and passenger/cargo practicality perspective, but with respect to real-world range? I’ll delve into both issues when I publish my full review, but for now will focus on standard features that are one of this car’s strong suits.

First off, Ford keeps things simple with one trim level and a couple of available options, just noted a moment ago. This means every single 2017 Focus Electric gets a completely unique one-piece grille with chromed with piano black accents that you’ll either love for looking like an Aston Martin or loathe for the same reason, plus standard auto on/off headlights with signature LEDs, dedicated DRLs, LED taillights, power-adjustable heated side mirrors with integrated turn signals, approach lighting and special blindspot mirrors, chrome beltline mouldings, a rear rooftop spoiler, 17-inch Sparkle Silver-painted alloys, an SAE J1772 CCS charge port with a new illuminated LED state of charge indicator, and that’s only on the outside.

Remote start will get prepare the Focus Electric before you get there via MyFord Mobile with remote cabin preconditioning, while proximity access with pushbutton ignition gets you inside and ready to go. Additional standard features include illuminated entry, ambient lighting, an electromechanical parking brake, a tilt and telescopic leather-wrapped multifunction steering wheel, Ford’s SmartGauge with EcoGuide instrument cluster, two driver configurable 4.2-inch colour LCD multi-information displays within the same primary gauge cluster, a message centre with a trip computer, variable intermittent wipers, cruise control, dual-zone auto climate control, Sync 3 infotainment with an 8.0-inch capacitive touchscreen with tap and swipe capability, enhanced voice recognition, navigation, a rearview camera, Apple CarPlay and Android Auto smartphone connectivity, Bluetooth, nine-speaker Sony audio, satellite radio, full-floor centre console with storage, cupholders and two chargeable USB ports, a leather-wrapped shift knob, illuminated vanity mirrors, heatable front seats, rear heat vents, a rear centre armrest with storage, one-touch up/down powered windows front and back, a removable rear package tray, and 60/40 split-folding rear seatbacks.

On the safety front, the 2017 Focus Electric includes hill start assist, tire pressure monitoring, traction and stability control, ABS-enhanced four-wheel disc brakes, and all the usual airbags including one for the driver’s knees, but so far no advanced driver-assistance systems like forward collision warning, autonomous emergency braking, blindspot alert, lane departure warning, self steering capability, self parking, dynamic cruise control, auto high beams, etcetera.

I doubt those looking for a relatively inexpensive EV will care all that much about such advanced safety systems, which of course would push the Focus Electric’s price much higher if standard or available. This car is more about getting environmentally conscious consumers on the road to a brighter, cleaner future.

To that end the power unit has been upgraded for 2017, its lithium-ion battery now more “energy dense” than the outgoing model, says Ford. Now it can manage 33.5 kWh instead of 23.0 kWh, which makes it more capable than the Leaf’s 30-kWh battery and Kia Soul’s 27-kWh power unit. Altogether, the new Focus Electric makes 143 horsepower and 184 lb-ft of torque from a 107 kW electric motor, while using a single-speed direct-drive transmission to power the front wheels.

Also important, the new Focus Electric will recharge faster due to a new standard 50kW-capable DC fast charge port, the result being full depletion to 80 percent in less than half an hour. This will eventually make it easier to charge when traveling long distances, although you’ll be hard pressed to find a publicly available DC fast charging port now. Alternatively, you’ll need five and a half hours to charge from zero to full via a 240-volt charge station, or 30 hours from a regular household outlet.

Additional 2017 improvements include a new braking coach that trains you to decelerate more effectively so as to recover more energy from the car’s regenerative braking system, plus new White Gold exterior paint.

The Focus Electric is underpinned by MacPherson struts and a stabilizer bar up front, and a Control Blade independent rear suspension with a stabilizer bar, while steering comes from an electric power-assisted steering, while torque vectoring control aids handling.

Come back soon to find out how all of this works, and especially how far I’m able to drive on a single charge…

I bet you can think of a dozen or more things you could do with this full-size Transit 350 Diesel cargo van if it was in your possession for a week. Whenever a commercial van maker provides us with one…

In Our Garage

2017 Ford Transit 350 Diesel Van

I bet you can think of a dozen or more things you could do with this full-size Transit 350 Diesel cargo van if it was in your possession for a week. Whenever a commercial van maker provides us with one of their wares for a weeklong test we go through our own mental lists, which sometimes turn into long, detailed to-do menus.

The van in question makes the just noted term “full-size” seem understated, as it’s a bit too big for our garage. It’s sitting on the long patch of gravel in front of our office, although it’s sheer mass has us a bit worried it’ll cave the side of an adjacent ditch in and we’ll walk out to find it lying on its side. We’ll let you know how that goes.

As it is, we’ll keep this “In Our Garage” segment (or rather “Out On The Street” segment) short, as we’ve literally got loads of errands to complete and just six days left to accomplish them.

Our Transit 350 Diesel should have no problem accommodating our every wish, mind you. My tester’s massive passenger side-slider and tall 50/50-hinged rear doors provide access to a cavern of cargo capacity, while its rubberized floor and finished sidewalls mean our various loads won’t scratch any inner paintwork or vice versa.

Without further hesitation, Ford makes two Transit models and three trims for 2017, the base unit simply dubbed Van due to its cargo hauling focus, whereas the Passenger Wagon XL and XLT trims are ideal for hotel/airport shuttles, sightseeing tour companies, or any other duty that requires comfortable seating for eight to 12 people.

Within these categories there are three different roof heights and another three lengths to consider, the former named Low, Medium and High, and the latter dubbed Regular, Long and Extended. Yes, Ford’s commercial sector doesn’t get fancy with nomenclatures (like we do), but that’s not to say our Long-length, Medium-roofed 2017 Transit 350 Diesel Van wasn’t nicely equipped.

Incidentally, the passenger side-sliding door comes standard with Medium and High roof models, replacing the base Low roof Transit Van’s 60/40-hinged side doors, whereas the 50/50-hinged rear doors swing open to 180 degrees in base Low roof guise or open all the way to 237 degrees with the Medium and High roof upgrades.

Before delving into all of the Transit’s details, take note that Ford gives its commercial buyers 64 choices when it comes to configuring the 2017 Transit, which is up from 58 last year. Considering 2017 is only the model’s third year of availability, that’s a lot of variety that will no doubt keep increasing as its popularity grows. Ford claims the van’s many fleet buyers were influential in the upgrades made since it arrived on the scene, one of which is a new lower-profile centre console that reportedly makes stepping directly from the driver’s seat into the rear cargo area easier.

Heatable front seats are now on the options menu too, whether upholstered in leatherette or fabric, while choosing the plusher material allows for available 10-way powered seats as well. What’s more, the stereo is now made up of four speakers instead of just two, with tweeter and woofer included.

On a purely practical point, the Dearborn-based automaker relocated the 2017 Transit’s electrical connections for more convenient access, this change thanks to feedback from upfitters who customize commercial vehicles for fleet buyers.

Powertrain choices, which were carried over from last year, are included in Ford’s list of 64 possible Transit configurations, with the van’s three available engines including a base 275 horsepower 3.7-litre V6 good for 260 lb-ft of torque, a 3.5-litre turbocharged and direct-injected EcoBoost V6 capable of 310 horsepower and 400 lb-ft of torque, and lastly the as-tested 3.2-litre five-cylinder turbo-diesel capable of 185 horsepower and 350 lb-ft of torque. All of that output gets fed to the rear wheels via a proven six-speed automatic transmission, with no four-wheel drive option available (look to the Mercedes-Benz Sprinter or Nissan NV for 4×4 capability).

Being that most Transit buyers will never set foot in one (the majority being fleet buyers for large companies), don’t expect to find a lot of fancy features. Nevertheless, base models won’t cause you to roll your own windows, as the standard features list includes powered front side glass, as well as powered locks with remote access, power-adjustable side mirrors, tilt and telescopic steering, variable intermittent wipers, air conditioning, a backup camera with Trailer Hitch Assist, an AM/FM stereo with an aux input, vinyl flooring, a fabric front cab headliner, two-way manual front seat adjustment, 16-inch steel wheels, an engine block heater, and more.

I won’t bother going into passenger model features, because that’s not the van we’re dealing with this week, but suffice to say they’re a bit more plentiful in XL trim and much more so in XLT.

Come to think of it, I’ve already said too much for a garage review, so catch up with me soon for the full road test review at which point I’ll talk about general comfort, ride quality, handling, low-speed manoeuvrability, performance, fuel-economy, overall ease of use, capability during loading, and anything else I can come up with.

Now we’ve got some stuff to haul. Keep your eyes peeled to these pages for more…

Ford F-150 buyers love their special editions, and I must admit the new 2017 Lariat Special Edition added to my SuperCrew 3.5 Ecoboost 4×4 tester is one I could definitely fall for as well. This…

In Our Garage

2017 Ford F-150 Lariat 3.5 Ecoboost Special Edition

Ford F-150 buyers love their special editions, and I must admit the new 2017 Lariat Special Edition added to my SuperCrew 3.5 Ecoboost 4×4 tester is one I could definitely fall for as well.

This thing looks fabulous! I can’t tell you how many rubbernecking stares I got while driving around town, and my neighbourhood is one of the rarer places to find pickup trucks, at least when it comes to those that live here. There are plenty of plain white work trucks with side signage scattered across the myriad building sites throughout my ever-burgeoning inner-city-like suburb, while the streets are literally littered with the bourgeois supercars of the nouveau super riche, from Ferrari, Lamborghini, Maserati, McLaren, and the like. Cars like that are commonplace, but a truck like this totally stands out.

Lariat sits third amongst seven trims, the others being XL, XLT, King Ranch, Platinum, Raptor, and Limited. We really should consider the Raptor a completely unique model due to exclusive body panels and an extreme off-road specific driveline, but for the time being we’ll just leave it alone, being that Ford has promised a full week’s test with one in the near future.

Back to the Lariat, while third-rung up the F-150 ladder, its $46,149 price tag is somewhat higher than the XL’s $28,249 starting point, or the XLT’s $30,549 base window sticker. Then again the King Ranch starts at $63,349, which is well into premium-branded luxury mid-size SUV territory, and the Platinum delves even deeper into the luxe class with a sticker of $65,549. The Raptor, incidentally starts at $68,399, while the end-all-to-be-all luxury trucks (or at least Ford would like to have us think of its F-150 Limited this way) is a highfalutin $73,149: ranch owners and contractor/developers only need apply.

All of a sudden this Lariat is looking pretty approachable, even with its fancy additions. Upgrading to the four-door SuperCrew cab with the five-and-a-half-foot short box, the 3.5-litre Ecoboost V6, new 10-speed automatic (yes, a 10-speed, just like the bike my big brother got when I was relegated to a 5-speed) with auto start/stop, and four-wheel drive elevated that Lariat price to $58,249 (back up to mid-size luxury SUV territory again), while its Ruby Red paint adds another $450.

That black stripe down the side and its black hood decal are part of the Special Edition package mentioned a moment ago, as are the strips of red running across the otherwise grey-tone grille. There’s much more to this $2,400 package than that, mind you, such as LED headlamps with dark housings (my tester also had the Luxury package, so expect halogens in lesser equipped models), body-colour front and rear bumpers, unique 20-inch alloys on 275/55 all-terrain tires and a set of black running boards between them, unique red and black fender and tailgate “F-150” badges, and finally a unique squared off chrome tailpipe finisher on the outside.

Inside, the F-150 Lariat Special Edition gets an exclusive red-stitched leather-wrapped steering wheel, red-stitched detailing on the unique instrument panel and doors, a red-stitched console top, and a very fine looking set of red-accented, leather and psuede-trimmed Special Edition seats, plus all of the features that come with the Lariat and the Luxury package noted a moment ago.

The latter is a $4,900 package that adds whollops of high-end features like those LED headlights that are actually comprised of very cool looking dual-stacking beams and infused with auto high beam technology, while the taillights are upgraded to LEDs as well. The package normally comes with 18-inch chromed wheels and a whole host of chromed exterior trim, all of which gets nixed for the Special Edition package above, but the normally chrome-capped side mirrors (black as-tested) benefit from power-folding capability, auto-dimming, LED side-mirror security approach lights, blindspot monitoring warning lights, and more, while rear cross-traffic alert is also part of the 502A Luxury upgrade.

Additional kit from this package includes rain-sensing wipers, a universal garage door opener, a heatable steering wheel rim, a powered tilt and telescoping steering column with memory, 700-watt 10-speaker Sony audio (with a sub), satellite radio, voice-activated navigation, Sync Connect services, and heatable rear seats.

We could leave it there, but you might notice the addition of the $1,250 Technology package in the photos, which ups the ante with a 360-degree parking monitor with a split-screen display and Dynamic Hitch Assist, plus lane keeping assist.

A $550 spray-in bedliner made the box much more serviceable, while Ford’s exclusive (and still brilliant) $400 Tailgate Step made getting in and out much easier (money well spent for the 50-plus crowd). Likewise for the $300 retractable Box Side Steps, and there were more extras added on, but I will leave it there as this is supposed to be a “Garage” piece, not a complete review.

That means I’ll be back soon with that full road test review where I’ll talk about how the modern-day legend 3.5 Ecoboost mates up to its new 10-speed partner, and how intrusive (or not) the auto start/stop system is. Fuel economy matters a lot in this class and was one of the key reasons Ford spent all the crazy money needed for this truck’s fully aluminum body shell, so will go over in detail, plus hauling specs, and of course the experiential stuff, how it drives in town, rides overall, pulls away from a stoplight, manages highway speeds, handles, coddles, comforts, etcetera.

Come back soon for a full report…

North America loves its F-series trucks. In 2016 Ford sold 820,799 F-series pickups in the United States. Canada sold nearly 150,000. Ford likes to boast that it’s been Canada’s best selling vehicle…

In Our Garage

2017 Ford F-150 Lariat 4×4 SuperCrew

North America loves its F-series trucks. In 2016 Ford sold 820,799 F-series pickups in the United States. Canada sold nearly 150,000. Ford likes to boast that it’s been Canada’s best selling vehicle for 51 years and it’s easy to understand why. The closest competitor to the F-series line was the Ram Pickup having sold 89,048 last year, followed by the GMC Sierra with 51,091 and then the Chevrolet Silverado at 44,932.

So what makes the Ford so appealing to the Canadian consumer? Pickups are a different breed today than they were in decades past. Trucks were used for heavy lifting and towing and usually thought of as a tradesman’s tool. However, many have developed luxurious traits that are normally only seen in luxury sedans and SUVs.

The interior of our test model is spacious with tasteful aluminum accents and comfortable bucket seats that are covered in leather. The dash is well thought out and very easy to become accustomed to. There is plenty of room in the back row, which can easily seat three adults side-by-side.

If you love chrome look no further than the Ford F-150 Lariat 4×4 SuperCrew.

This model also has the Lariat Chrome appearance options package ($1,000), which includes a chrome three-bar style grille with chrome surround, chrome mesh inserts, two chrome front tow hooks, chrome skull caps on the exterior mirrors, chrome door handles with body-colour bezels, chrome angular running boards, and of course a single-tip chrome exhaust.

The aesthetics aren’t the only discernable factor about this new model. Our F-150 Lariat 4×4 SuperCrew is also well equipped, this truck featuring a $2,300 equipment package that includes blind spot information, rear cross-traffic alert, trailer tow monitoring, SYNC connect (for your smartphone), Sirius XM satellite radio, 10-speaker audio, voice-activated navigation and LED puddle lamps.

The LED headlights and the chrome grille on this Ford F-150 help give it a rugged look.

It’s easy to get caught up marveling at all the technology and dazzling chrome accents, however the truck’s unseen components make it truly outstanding. The F-150 Lariat comes with a choice of three engines. First, the 2.7-litre V6 EcoBoost comes standard and develops 325 horsepower and 375 lb-ft of torque while only consuming 12.2 L/100km city, 9.3 highway and 10.9 combined.

The second available engine is the $900 optional 5.0-litre V8 with twin independent variable cam timing. It’s fast thanks to 385 horsepower at 5,750 rpm and 387 lb-ft of torque at 3,850 rpm. This means it will reach 100 km/h in 6.3 seconds from standstill. The 5.0 is surprisingly fuel-efficient for a V8, but nowhere near the EcoBoost engine. At 16.0 L/100km city, 11.8 highway and 14.1 combined the V8 has comparable fuel economy to the other trucks in its class, including the GMC Sierra SLE 5.3-litre V8 that has a 15.9 L/100km city, 11.1 highway and 13.8 combined rating, and the Ram pickup with the Hemi V8, although not the Ram’s similarly potent EcoDiesel.

Fantastic interior equipped with an awesome infotainment system.

The third available engine is the $1,650 3.5-litre V6 EcoBoost developing 365 horsepower at 5,000 rpm and 420 lb-ft of torque at 2,500 rpm. The fastest of the three, it will reach 100km/h in 5.8 seconds. At 15.6 L/100km city, 13.2 highway and 14.5 combined, this engine is the thirstiest as well, but offers a lot of pulling power. Also, when compared to competitors’ top engine choices it’s a fuel economy leader, partially due to an all-new 10-speed automatic transmission with auto start/stop.

Unfortunately, the 2.7-litre V6 EcoBoost and the 5.0-litre V8 are not yet available with the new 10-speed automatic, and come with a proven six-speed automatic transmission instead.

Depending on the engine, drivetrain, and body style, each F-150 model differs in maximum towing capability and maximum payload capacity. The smallest base 2.7-litre V6 EcoBoost has a maximum towing capability of 3,855 kg (8,500 lbs) and a maximum payload capacity of 1,002 kg (2,210 lbs) when mated up to the Regular Cab body style and 4×2 drivetrain, whereas the largest 5.0-litre TI-VCT V8 with the Regular Cab 4×2 has a max tow rating of 4,989 kg (11,000 lbs) and a max payload capacity of 1,483 kg (3,270 lbs). Finally, the 3.5-litre EcoBoost V6 with the Regular Cab and a 4×2 drivetrain has a max towing capability of 5,533 kg (12,200 lbs) and a max payload capacity of 1,470 kg (3,240 lbs).

The F-150’s ability to provide strong performance despite its sizeable proportions isn’t just about engine performance, but more importantly can be attributed to a completely new light truck philosophy at Ford. As part of the 2015 F-150 redesign it switched from utilizing steel for its body and bed to a combination of “military-grade” aluminum and high-strength steel.

In the upcoming review we’ll give you a taste of what it’s like to sit behind the wheel along with a detailed description of the infotainment system that truly impressed us.

Stay tuned for a full review…

The original Focus ST dates back to the model’s first-generation when it became the blue-oval brand’s VW GTI killer in 2005, but like so many fabulous cars offered in other markets it was never brought…

In Our Garage

2017 Ford Focus ST

The original Focus ST dates back to the model’s first-generation when it became the blue-oval brand’s VW GTI killer in 2005, but like so many fabulous cars offered in other markets it was never brought across the Atlantic to play in our sandbox. Sure we had the 2002–2004 SVT Focus with a significant 170 horsepower, but that was still 52 ponies shy of the KKK-Warner turbocharged Euro version, whereas the ST variant of the Focus ZX4 built from 2005–2007 hardly deserves mention due to just 151 horsepower.

We’d have to wait a total of six years after ex-Boeing CEO Alan Mulally took the reigns in Dearborn so that his “One Ford” strategy could be more fully implemented before the 2013 Focus ST made its U.S. and Canadian debuts, followed quickly by the equally entertaining 2014 Fiesta ST (ironically the year Mulally was ousted).

Forget for a moment that the both small Fords are some of the most outdated models in their respective classes, or maybe I should call them two of the oldest models in their subcompact and compact car segments, because despite being in our market for five and four years apiece they’re still more advanced than many of their peers.

It’s just that they’re up against a phenomenally good new Honda Civic (that now comes in four body styles as well as a duo of new high performance Si models and an ultra-aggressive Type R), a much-improved Hyundai Elantra (in sedan and GT hatchback trims), and a better-than-ever Toyota Corolla (now with the Scion iM joining its ranks), while most others in the class than have been redesigned more recently.

Nevertheless, one glance at the 2017 Focus ST ¬(or its insanely powerful Focus RS sibling—another previously Euro-only model introduced here last year, but available since 2002 in Europe) and you probably won’t care, as it looks fabulous, comes stuffed full of two of the best Recaro sport seats in the entire compact class, and scoots like someone lit its tail on fire.

I half expect to see flames thrown from its tailpipes in between shifts when I see one burning up the street in my import-tuner and supercar dominated neighbourhood, and yes the Focus ST should be considered an import despite wearing a decidedly domestic badge due to the cooperative group of global Ford performance divisions that came up with the idea, incubated it, brought it to life, kept it on life support when bean counters wanted it killed, and resuscitated it for this current generation. Let’s hope it remains, along with the aforementioned RS, to top off the next-gen Focus, which is expected sometime next year.

Before sharing most of the reasons why I love the Focus ST in an upcoming review of this exact car, let me fill you in on some cold, hard facts: 252 horsepower, 270 lb-ft of torque, a 2.0-litre turbocharged, direct-injected Ecoboost I-4, a short-throw six-speed manual gearbox, a unique lightweight fully independent sport suspension design, lightweight 18-inch alloys on low profile summer performance tires, and a 1,462-kilo (3,223-lb) curb weight. Does that sound like something that’s got what it takes to get a move on? You betcha!

Strap yourself into those deeply sculpted leather Recaro sport seats, grab hold of its leather-wrapped flat-bottomed sport steering wheel, give a firm tug on its carbon-fibre trimmed parking brake lever, take hold of its carbon-fibre and leather-clad shift knob, find your footing on its ideally placed aluminum pedals, glance over at its trio of ancillary mini-gauges with turbo boost pressure atop the dash (just for fun), and don’t forget to select your favourite tunes on the 10-speaker Sony audio system. You’re now ready to rhumba! Believe me, it may not be the 350 horsepower Focus RS, but time well spent with a Focus ST won’t be forgotten anytime soon.

Keep in mind the $33,698 2017 Focus ST is also $14,720 more affordable than the RS, so you’ll still have enough to buy a new Fiesta for a family member or friend. Seriously though, it’s a great value as far as brilliantly fun super hatches go. Plus it’s not exactly all go and now show either.

As mentioned earlier, its unique front grille and fascia, extended rocker panels, larger rear rooftop spoiler, and redesigned rear bumper cap with exclusive centre-mounted chromed tailpipes totally set the Focus ST apart, while other standard exterior features include auto on/off LED signature enhanced HID headlamps, black bezeled fog lights, heated power-adjustable side mirrors with integrated turn signals, and more.

Proximity-sensing keyless access gets you inside while pushbutton start gets the little turbo-four percolating, the Focus ST receiving most of the items previously mentioned as standard equipment, as well as the nicer soft touch interior panels of the Focus Titanium, plus metal “ST” branded scuff plates, ambient lighting, one-touch up/down powered windows all-round, a 4.2-inch high-resolution colour TFT multi-information display, cruise control, variable intermittent wipers, a heated steering wheel rim, heatable front seats, an eight-way powered driver’s seat, leather upholstery, an overhead console, a powered moonroof, and dual-zone auto climate control, while the carbon-fibre trim mentioned earlier can also be found on the door grab handle inserts and the bezel surrounding the dash-top mini gauges.

Tech fans will love the ST’s standard 8.0-inch centre stack-mounted touchscreen incorporating a backup camera with active guidelines and Ford’s new Sync 3 infotainment interface featuring tap, pinch and swipe capability, plus Apple CarPlay and Android Auto phone connectivity, the previously noted Sony audio system, enhanced voice recognition, satellite radio, dual smart-charging USB ports, etcetera.

Additionally, standard safety features include a perimeter alarm, hill start assist, tire pressure monitoring, sport-tuned ABS, traction and stability control, a full assortment of advanced airbags including one for the driver’s knees, plus plenty more.

My tester is fully loaded, which means navigation with detailed mapping adds $800, the machine-finished alloys with black painted pockets are an additional $600, and that eye-searing Triple Yellow paint increases the bottom line by $550, the total options coming to $1,950.

You might gather from my enthusiasm that I’m in for a very good week, so if you don’t hear much from me in the coming days you’ll know why. I’ll have a full review on this sensational little road rocket soon…

News & Reviews- Make: Ford