Ford Escape ST-Line X: Staking a solid claim

This medium sports utility goes heavy on spaciousness, specification and sizzle, but a touch more character and driver appeal wouldn’t go amiss.

Price: $55,990

Powertrain and economy: 2.0-litre turbo petrol four cylinder, 184kW/387Nm, 8-speed automatic, AWD, combined economy 8.6L/100km.

Vital statistics: 4620mm long, 1666mm high, 2178mm wide, 2710mm wheelbase, luggage capacity 556 litres, 19-inch alloy wheels.

We like: Hefty tech implementation, improved interior space over Kuga, strong powertrain.

We don't like: Lacks the Puma’s charisma, some iffy interior plastics.

MEDIUM and compact sports utilities have been all the rage for the past couple of years and with more adding in-vogue electric-assistance to their fossil-fuelled drivetrains, what’s to bet against strong demand continuing this year. 

Conceivably, then, Ford New Zealand has timed its run nicely with the new Puma and next-size-up Escape.

Respectively aimed at the small and medium sectors, these are new models based off well-respected hatchbacks – the Puma off the Euro-centric Fiesta, Escape off the more globally-sorted Focus – landing with the attraction of fresh stylings and strong specifications.

 Though they are not quite sister ships in different sizes, they certainly arrive as a double act opportunity with good chance of drawing interest from SUV-hungry customers keen to venture beyond the usual Japanese and South Korean opportunities.

We’ve already tested the Puma and found it hugely likeable. Now the Escape comes under the spotlight. Same again in a larger serving?

Well, to a degree. Think of these less as blood brothers and more like slightly estranged cousins. There are various reasons why the larger model delivers a different ambience, mainly relating to the DNA. Escape, like the Focus, is more of a Ford for global consideration than Fiesta and Puma; the latter really being engineered and designed for Europe, within that market. Whereas Escape, like Focus, has felt the hand of influencers within the make’s home office, in Detroit.

So, regardless of high commonality in general design flavour, they do take different paths in all sorts of ways, well beyond the obvious disparities of North America’s favouritism for shiny leather, wider and less form-fitting front seats and allowance for some harder plastics than you tend to find in Euro fare.

Beyond that, there’s the on-road feel. Puma is very driver-centric and fun-focused; as much as compact crossovers often tailor to appeal as urban hard-roofed couples-suited sports cars, this one really does raise the bar. 

The Escape is more circumspect in how it delivers on that front. Some of this is probably due to it being a more family-minded product, but you cannot help sense that the car’s attitude is also reflective of it having to find acceptance in a place Puma doesn’t tread, North America.

It’s not as laidback as the even larger and now-departed (yes, after just two years here) Ford Endura, which came to us from Canada, yet neither does it have the Puma’s energetic vitality and, if measured against the Focus, might seem less involving. 

That’s a bit of a shame, but it doesn’t scupper the Escape’s changes, and not just because it’s highly probable the targeted customer might not really care about sportiness so much as good spec, spaciousness and sensibility.

If those are more important boxes to tick, then the Escape does look very worthy of further investigation. It has good chance of establishing coherent crossover competence because it avails in useful formats across a reasonably wide price span and has the option – across all but the base specification - of an all-wheel-drive element.  

While the relevance of this has to be tempered with the reality of how that will be used – frankly, it’s a provision more useful for on-road aptitude than in enhancing any ability beyond – it does at least give this model a degree of additional usefulness.

Beyond that, the attractions are that it builds, just as the preceding Kuga did, off the underpinning and mechanicals of a popular car with a good reputation, that it is usefully-sized – having grown 89mm longer and 44mm wider than the Kuga, yet becoming lithe (6mm lower, up to 80kg lighter) – that it shares strong styling similarity with the donor Focus and that it is stacked in respect to the specification.

The latter deserves consideration. As much as we’re used to ‘modern’ cars now coming out with features that were hardly a given for high-priced prestige products less than a decade ago, the Escape really does provision richly across a lineup representing in base (just called ‘Escape’), ST-Line and ultimate ST-Line X level that’s on test here.

At face value the base $42,990 car seems good enough to make the more expensive variants seem unnecessary, given it delivers with 17-inch alloy wheels, wireless phone charging, embedded satellite navigation, adaptive cruise control, blind spot monitoring, rear cross traffic alert, lane departure warning, lane keep assist, a reversing camera, traffic jam assist, traffic sign recognition.

It also features Ford’s embedded FordPass modem, which provides data connectivity to the car, and enables remote unlocking, a find-my-car feature, fuel level checking, and remote start with air-conditioning function, all from your smartphone. Not a function we could enable for this test, unfortunately, yet one that will be useful in genuine ownership expertience.

The additional expense of the ST-Line ($47,990 in front-drive, $50,990 with AWD) buys in a 12-inch digital instrument cluster that is a mine of information, plus it achieves ambient LED lighting, rain sensing wipers, an auto-dimming rear view mirror, keyless entry, tyre pressure monitoring, a rear spoiler, roof rails, an ST-Line body kit and 18-inch alloy wheels. Again, a really complete suite of sweet stuff.

So you’d go to the $55,990 ST-Line X because …? Well, basically to establish a ‘top trumps’ status.

The only edition that occasions without the front-drive option, it alone also achieves partial leather upholstery, clever “dynamic bending” LED headlights, a power tailgate, a 10-way power-adjustable driver’s seat with heating/memory for the front chairs, a panoramic sunroof, a 10-speaker B&O audio system, full self-parking ability and 19-inch rims.  

Worth the extra or simply over-egging an already rich recipe? You decide. Ford NZ concurs the flagship probably won’t be the biggest volume edition and, personally, though it is certainly handsome at the kerbside, there’s nothing here that I’d absolutely want. 

Whichever model is chosen, you’re sitting behind the same engine – a 2.0-litre petrol turbo four that produces 184kW of power and 387Nm of torque, hooked up to an eight-speed automatic transmission.

There’ll ultimately be an alternate choice plug-in hybrid version set to furnish across the mid and highest grades and offering 50km or so of pure electric propulsion. It’s a car Ford NZ is very eager to lay hands on, but unfortunately that’s not going to happen for some months yet; NZ hasn’t the priority status of key markets where such technology is incentivised and required to avoid emissions penalties, and now there’s an issue with the battery being subject to overheating issues.

In the here and now, then, it’s the ST-Line X carries the title of tech king and also stands as the best dressed of the family, having been loaded with all the body design enhancements.

Apart from having the largest diameter and best-looking alloy design, it achieves body-coloured plastic side cladding, which helps create the visual effect of a lower stance. Black window strips in lieu of chrome items, square-tipped exhaust shrouds are another element that lifts its perceived quality. 

Notwithstanding the iffy quality of some of the plastics, the cabin looks and feels well considered. That 12.3-inch digital instrument cluster is abetted by an 8.0-inch central infotainment screen, which features Apple CarPlay and Android Auto (usefully, the Escape has both wireless and USB-C device charging) and has crisp resolution and good colour. You get a head-up display that, unlike many, remains clearly visible through polarised sunglasses.

The Jaguar-esque circular gear selector, also a feature of the Puma and Focus, is a bit of a love-or-hate item; yes, I agree that it is brilliant for freeing up room in the lower console (and thus creating space for a large, open storage tray and decent-sized cupholders) but, as in those other recipient cars, over a week’s driving I never found it intuitive. I constantly found myself having to check that I’d engaged the correct drive mode.

Fortunately, the greater part of the technology provision isn’t so challenging. That’s a great thing to say, because this car really delivers excellent focus on driver assistance features, even beyond the … erm … Focus.

 Adaptive cruise control, lane-keeping assist, traffic sign recognition, and blind-spot monitoring with rear cross-traffic alert all feature as standard. As a colleague pointed out it would be even better with a 360-degree camera, but overall you have a host of useful assists that are easy to understand, operate and adjust to suit your preferences. It’s just a shame a touch more effort wasn’t put into making the cabin aesthetic as smart as the tech. Even though the materials feel durable and hard-wearing, it lacks the quality seen in some rivals. 

Kuga proved to be a good choice of car for family use but Escape might be even better; the doors open that little bit wider and there’s just so much more room in the back – considerations that will appeal to those who need to fit in a couple of child seats.

In terms of adult occupant space, it’s also good. The back of the front chairs has been scalloped to provision optimal legroom and the boxy roof line allows for decent head room. While I just couldn’t get the front driver’s chair quite low enough for my taste – that’s a major change from the Puma, which offers much more adjustment - had I been sitting behind it I would not have complained about the generous foot room that results from the slightly high-set placement.

Rear seat occupants also achieve access to a fast-charging USB-C and regular USB port but might wish for more storage options. The rear door pockets are far from generous and the absence of a centre armrest means no cupholders or ski-flap.

The boot’s storage space varies between 412–526 litres depending on how deeply you adjust the sliding second row. The cavity is wide, though the load sill is high. 

Driven with four aboard or simply with a driver, the Escape doesn’t lack for power. It’s a strong engine from the get-go and has decent mid-range torque attributes; the elasticity of the delivery means so rolling on the power in higher gears doesn't always require dropping a gear. All in all it evidences as a brisk SUV.

The transmission gear changes are positive and the all-wheel-drive goes about its business unobtrusively, primarily sending power to just the front wheels, decoupling the rear axle for fuel saving until it is required. This setup means that for the vast majority of day-to-day driving it’s a front-wheel drive SUV, but should you hit a slippery surface – not just mud but even seal affected by torrential rain - drive is instantly sent to the wheels with the highest grip levels. Most drivers will never notice the system operating as it does so seamlessly, and it is always active, so there is no particular need to select a particular mode, though some are provided.

In Ford-speak, the ST-Line designation is only expected to signal ‘sporty’ in look rather than feel; if you want the full-out performance experience, the idea is to look to the ST model line, which means either a Fiesta or a Focus.

With that in mind, the ST-Line crossovers shouldn’t be expected to come across as hot hatch alternates. And, yet, for all that … well, the Puma in that form really could.

It’s a different story for Escape. It’s not too bad, but even with a firmer suspension setting than the base edition, there’s no Puma-esque corner-challenging cheekiness to be found here and, all in all, the chassis feels less polished.

When you slip into the Puma, it takes very little time to discern that everything about how it drives has been very carefully calibrated. You can drive it quickly, and appreciate the fun factor, but it can also be operated entirely normally and you’ll still come away thinking it’s just a bit special.

The Escape lacks that element and so struggles to be memorable in the way the Puma does, largely because it just doesn’t communicate anything like as coherently through the chassis and the controls.

The ride quality is an awkward subject. Obviously, with the lowest-profile tyres and the largest wheels, the ST-Line X is set to be most prone to being beset by road noise and even jitter from our notoriously unforgiving coarse chip surfaces. And, sure enough, those factors are evident. Yet, even on smooth tarmac ride quality seems a bit hit-and-miss.

Given the performance pep, it’s a pity the Escape wasn’t a bit more intuitive and interesting. You sense this factor could well undermine the pluses, not least that great packaging and tech credentials, which would be a pity. Yet, as is, if you pitted this car against the likes of the Toyota RAV4, a car which has really stepped up considerably in respect to driving character, and the Mazda CX-5, it’d deliver less driver enjoyment.

Still, in overall terms, even though it lacks the Puma’s spunk, the Escape is very much a good consideration for crossover and SUV fans. If the ST-Line X seems a bit rich – and it might be, unless you intend to cross-ship against the VW Tiguan and Volvo XC40 – then the $5000 cheaper ST-Line would be a decent choice.

Once the PHEV includes, Ford’s hand will be all the stronger, notwithstanding that it is set to carry a $11k premium over the ST-Line X. There’s always a stern price to pay for savings at the pump when batteries are included, sadly.

Even so, having this car and the Puma at least gives Ford a chance to divorce from being known for selling Rangers, some Mustangs and little else. As much as the ute and the Pony car have done the Blue Oval proud, there’s nothing wrong with having a properly full house hand.

Ford Puma ST-Line: Back in the good books

Blue Oval’s latest small crossover mainly rights every EcoSport wrong – and should scare the heck out of category rivals. Shame it wasn’t a little cheaper.

Price: $37,990.

Powertrain and economy: 1.0-litre turbo petrol three-cylinder with 92kW/170Nm, 5.3L/100km, 7-speed dual clutch transmission, FWD.

Vital statistics: 4207mm long, 1805mm wide, 1570mm high, 2588mm wheelbase, luggage capacity 468 litres, 17-inch alloy wheels.

We like: Equipment level, effervescent engine, great chassis.

We don't like: Slightly uncomfortable price zone; no 1.5-litre option.

A POOR drivetrain, second-rate finish, outdated infotainment and design awkwardness … for anyone holding conviction that crossovers, especially small ones, are the motoring equivalent of gunge on a shoe, the Ford EcoSport made for an easy target. 

It was terrible, delivering way too little, staying in the market way too long and serving only to make everything in the sector look great by comparison.

Unloved and unlovely, it demanded to be called out and I slept all the better for doing so. The best thing to be said about that car is that, as years of desultory sales suggest, it didn’t sucker too many cash-carrying consumers. 

Anyone who wondered how much embarrassment Ford felt about foisting that car on us for almost six years will find the answer in the replacement.

If ever a vehicle feels as though it’s here to make up for past wrongs, it’s the Puma: It’s the gift that’s required after you’ve made a total mess and need to do something truly extraordinary to put everything to rights.

After a week of driving, the only reason I don’t feel compelled to call the Puma a trump card is, well … America, right?

Like the preceding product whose name deserves no further mention, the Puma is a quasi-sports utility built upon on Fiesta underpinnings. Only this time the genetic modification required to create a crossover has maintained, if not actually enlivened, all the good DNA.

When thinking Puma, it’s only right to also consider how it stands with the Fiesta given both are so closely related. They could be closer – I’ll get back to why in a moment – but it’s fair to suggest that if you know the hatch, you should know what to expect from the Puma: A mixture of good looks, incredibly sharp, engaging handling, and sensible old-school Ford practicality and mechanical simplicity.

Our market only takes the Fiesta in its ST hot hatch format, and has also selected the Puma with a less fiery drivetrain, yet perusal of the pricing sheets shows this hasn’t been enough to cause clear separation between the cars.

Regardless that the entry Puma has been launched with a tasty sub-$30,000 price tag (albeit a temporary inducement, the full RRP being $10 short of $34k), there is challenge with the alternate flagship ST-Line format as tested, in that it costs another $2500 over the $35,490 Fiesta ST. 

That premium would be easier to swallow had they common powerplants. Yet that’s not the case. The Puma delivers with a smaller capacity and lower output version of the three-cylinder petrol specific to this class of car; so, a 1.0-litre with 92kW and 170Nm against a 147kW/290Nm 1.5-litre.

Imagining a Puma with the larger unit? It does exist, as the Puma ST, a sister ship to the Fiesta flier, even more pumped for pep with another 30Nm but also tuned for similar dynamic result. I’d like to see it here. Perhaps you feel the same. Don’t hold hope.  

It’s the gearbox. Puma ST is in the same camp as Fiesta ST; it’s manual or nothing. And while that non-choice is apparently fine for Fiesta ST cognoscenti, Ford NZ reckons it would be cold-shouldered by Puma buyers. Hence why we restrict to the 1.0-litre. It marries to a seven-speed dual clutch auto (a new gearbox with a wet clutch, not related to Ford’s previous and problematic PowerShift).

More relevant to the price premium a Puma ST-Line has over the Fiesta ST is the difference in equipment. As much as the Fiesta ST always seemed well-sorted, Ford has chosen the Puma to be a showcase for its best driver assist tech, so it picks up additional features that aren’t yet available to the hatch.

These include evasive steering assist, a more advanced (as it has pedestrian and cyclist detection) evasive steer assist, automatic park assist, all-round parking sensors (Fiesta is rear only), adaptive cornering lights, a power liftgate, a wireless phone charging pad and Ford Pass connectivity with an embedded modem, which allows remote checking, lock function and engine pre-start from your phone.

Standard across both Pumas are cruise control with adjustable speed limiting, emergency brake assist, a rear-view camera with 180 degree split view, speed limit sign recognition while the ST-Line adds black exterior detailing, paddle shifters on the steering wheel, auto high-beam, upgraded interior trim, full digital instruments, auto climate air, adaptive cruise and automatic parking.

The end result is that even though it hasn’t the punch to match a Fiesta ST, it does rather out do the hatch for panache; in the SUV, there’s a nicely quasi-premium air.

So, there’s that to look at. Then there’s the look itself. A shape that suits some shades more than others was hugely appealing in the test car’s silvered grey metallic, which Ford calls ‘solar’. There’s just something about how this car sits and the smiley front end is a friendly element that’ll do no harm.

It's good inside, too. Yes, there's a lot of familiar carry-over from the Fiesta and the Focus as well, yet as much as that means a fair swag of dark plastic, and not all of it is soft to touch, it does deliver well for ambience and ergonomic quality, with a somewhat youthful aesthetic (check out the USB-C outlet next to the usual USB slot).

An analogue instrument cluster is complemented by a 4.2-inch TFT driver display nestled between the tacho and speedo, providing a host of information including speed sign recognition, fuel consumption and a digital speedo. It all works well enough and is intuitive to use and scroll through. 

Comfort is also good and though the cabin will not pass the Tardis test in respect to space in the rear, that section will be tolerable for children up to and including tall teenagers, as much as anything because there's plenty of head room. The front is plenty roomy. The boot is decent, by both the standards of the class and when compared to the Fiesta. It’s also highly practical, thanks to its clever height-adjustable floor and useful 80-litre MegaBox, a plastic-lined storage tub under the floor. Other storage options are also well considered, including a large central bin with two layers.

And now comes the bit where the engine gets bagged, right? Actually no. It doesn’t. For sure, it’s a wee thing and, yes, the outputs aren’t terribly amazing, but it really works hard to convince that a one-litre is well big enough for the kind of car it sets out to be.

The car was no sooner in my hands than it was put into a six-hour open road drive through which it was shown no particular mercy. No ignoring the lawful limits but certainly running right to those, particularly over the last 90 minutes after my wife phoned to say one of our dogs had decamped to a neghbour’s farm on a rabbit hunting spree and was showing no willingness to return (it all ended well).

It needs to be rowed along, no argument, and you need to ready to manually stir the gear changes because sometimes the box can be a slow to react, but the effort it worth it. These tri-cylinder EcoBoost engines are really special and this one is eminently likeable. The higher it revs, the more effervescent it seems and though it doesn’t have the muscularity of the 1.5-litre – the 0-100kmh time is nowhere near as athletic, nor the cited top speed – it is a very willing, sweet, little engine, with surprisingly strong spurts of acceleration and a gently fruity exhaust note, too.

The overall abiding memory from our time together is that, even when given the stick and lots of redline-heading hand-shifting, it simply sips petrol; Ford’s claim of 5.3 litres per 100km was never touched, but on the big run alone it sat on 6.1, which I thought was pretty fare given the driving condition. The only reason I was almost out of petrol by the end of the run was that it has a small fuel tank, just 42 litres.

It’s not just this engine that makes the Puma a rewarding drive. The steering is just wonderful, communicating all the time and allowing you to feel every nuance of what the car is up to. 

The rest of the chassis keeps up, too. It’s the car the EcoSport never came close to being. The widish wheeltrack lends something a settled feel in cruising, but it’s only secondary roads with loads of twists and turns where Puma really becomes deeply impressive; it really makes the most of the Fiesta’s gifted chassis and its agility and confidence through bends is truly immersive. It’s a more involving and engaging experience than comes from Ford’s other newly-released SUV, the Escape, and surely that’s a result of the different genetic compositions, the latter being rather less Euro-centric.

If there’s perhaps one bugbear, it’ll be the ride quality. Those 215/55 17-inch tyres offer great grip, and from an aesthetic perspective the rims look decent, from the comfort perspective, there’s some cost, with a degree of jiggle and fidget over coarse chip, where tyre roar also becomes evident. Drivers might not mind, but passengers do tend to comment. 

All in all, though, this is a car that deserves consideration. The small-compact crossover category is very much a shoppers’ paradise at the moment, and the Puma has some stern opposition from all the over place. The year began with the surprisingly engaging and strong value Kia Seltos making a play and since the Puma came along Toyota has introduced the Yaris Cross.

 This version would be better if it had price equality with the Fiesta ST; yes, with Puma you get a bit more kit, but it’s not easy to argue why a smaller, less power engine should carry that premium. And while latest European design and build clearly comes at price, let’s not forget it also sources out of one the cheapest places to build cars, Romania.

Nonetheless, the ace cards are that it is strongly outfitted, has an interesting styling and drives and handles far better than it ought to. It’s the complete antithesis of the EcoSport in that regard – and, so, also proof that Ford now at least understands a small crossover needn't be a cynical marketing exercise, and can actually be as entertaining as it is practical, and that neither of those need be a compromise.

Ford Focus Active: I’m not an SUV, OK?

Here’s a hatch that likes to stick to its knitting as a passenger car– even if it has pinched a few SUV design elements.

Price:  $37,990
Powertrain and performance:  1.5-litre three cylinder turbocharged petrol engine, 134kW at 6000rpm, 240Nm at 1750-5000rpm. Eight-speed automatic transmission. Front-wheel drive. 6.4L/100km, 148g/km CO2.
Vital statistics: Length 4398mm, height 1502mm, width 1979mm, wheelbase 2700mm. Luggage 443 litres. Wheels: 17-inch alloys with 215/55R17 tyres.
We Like: Sparkling performance, particularly in Sport mode. Nice ride and handling. Higher ride height for ease of entry and exit. Excellent safety specification. Give the bird to SUV pretenders.
We don’t like: Automatic gets a little confused at times. Vehicle competes in a shrinking market.

ONE of the more under-reported events of New Zealand’s 2020 motoring year has been a substantial reduction in the choice of a long-serving nameplate – the Ford Focus.

We first saw that name close to 22 years ago when the first-generation model was launched here to replace the Mazda 323-derived Laser. Since then, the Focus has regularly been a solid competitor in the small car segment against the likes of Toyota Corolla and Mazda3.

But times change, and the advent of the small SUV is having a massive effect on the ongoing viability of small front-driven hatchbacks and sedans. Year to date to the end of August this year, what are known as compact SUVs have commanded 18 percent of our new vehicle market – while small passenger cars have reduced their share to a measly six percent.

So what to do? Ford New Zealand’s response has been to make some members of the Focus lineup redundant. The entry Trend hatch and Trend wagon have gone, and the Titanium level of specification has disappeared.

Instead, there are now just three members of a Focus lineup that Ford New Zealand has dubbed the 2020.75 selection. And interestingly, they’ve all moved away from being standard hatchbacks – instead, the focus (ahem) is on them being a bit special in different ways.

At the top there’s the Focus ST, a 206kW 2.3-litre turbocharged hot hatch that has entered the Kiwi market at $59,990. Then there’s the ST-Line X, which at $42,990 essentially replaces the Titanium but which has a greater driver focus (ahem again) via such things as lowered sports suspension, and sporty interior detailing.

And the entry model is now the $37,990 Focus Active, a hatch which gives the bird to those darned SUVs by pinching various design elements off them, such as increased ground clearance and extended wheel arches with protective cladding, and still claims to be a hatch.

I love it. As a motoring journalist I’m always banging on about how silly it is for some small vehicles to be described as SUVs when they clearly aren’t. They might have jacked-up ride heights, but they’re also front-wheel drive and with hatchback body shapes – and to my eyes that makes them small passenger cars, not sports utility vehicles.

But with the Focus Active, Ford doesn’t suite describe it as an SUV. Closest the brand goes is to describe the vehicle as having an SUV-inspired design. And that’s great, because it leaves the real Ford SUVs, such as the upcoming Escape and the smaller Puma, to market themselves as SUVs.

I’ve just spent a week behind the wheel of a Focus Active, and it’s a great compact car. It’s jacked-up ride height – 30mm at the front and 35mm at the rear – means it is easier to get in and out of than a traditional small hatchback, but in just about every other respect it operates like any hatchback should.

Just about. The latest Focus range has a selectable drive mode system that normally offers Normal, Sport and Eco. But in the Active, this has been extended so the system also offers a Slippery mode for low-traction conditions, and a Trail mode for soft surfaces. So that’s another difference that underlines the ‘active’ intent of the Focus Active.

But it still doesn’t make it an SUV.

Powering the Focus Active is a 1.5-litre turbocharged three cylinder EcoBoost engine that develops 134kW of power and 240Nm of torque. The engine is mated to an eight-speed automatic that is operated by using a rotary gearshift dial, which was something that I simply couldn’t get used to.

The dial is simple enough to operate – you turn the dial to select Park, Reverse, Neutral or Drive – and there’s a central button to push if you wish to operate the transmission manually using paddles on the steering wheel. But I discovered that I must spend a lot of my driving time with my left hand resting on a gearshift lever, because the lack of one in the Focus felt a bit strange.

It’s a very good engine and transmission combination though. I was fascinated to learn that the little triple engine has cylinder deactivation technology that automatically shuts down one cylinder at times when torque demand is low, such as cruising along a motorway.

Sometimes it feel as if the transmission got a little confused when the Focus was operating in the Normal drive mode. I felt things were much better in Sport, with the auto able to extract quite sparkling performance from what remains a small capacity engine.

A major selling point of the Focus Active when it was first released here was that it has independent rear suspension, whereas the likes of the Focus Trend had a torsion beam setup. But with the 2020.75 rationalisation, all three Focus models now have the IRS.

The Active’s multi-link setup remains a little different however, because the suspension is high-riding to give that little extra ground clearance. But don’t think that translates to any lessening of ride and handling ability, because this vehicle drives really well, helped along by the stability of 17-inch wheels.

The Active theme is carried through into the interior, with all seats featuring an ‘A’ on the seat backs. It also has rear privacy glass, an eight-inch colour touch screen, Ford’s Sync-3 in-vehicle communications system which includes Apple CarPlay/Android Auto smartphone compatibility, wireless smartphone charging, and satellite navigation.

The vehicle also now has the FordPass Connect embedded modem which features an array of remote vehicle functionality and connected services such as remote vehicle lock and unlock.

Perhaps if there is one downside to the Focus Active’s claim to offering the benefits of being a crossover vehicle without calling itself an SUV, is that it doesn’t look like an SUV – and given New Zealand’s current fixation with that vehicle type, it might be a disadvantage.

I hope not, because the Active really does appeal as a vehicle that spans the boundary between a small hatchback and a small SUV. Best of both worlds, you could say.