What you see here is Ford's second major attempt at polishing its 'radical' Astra-rivalling contender that was conceived to forever banish memories of the humble and numbingly mundane Escort.
The original Focus of 1998 did a decent enough job of that with its outlandish design and sharp driving characteristics while the second generation took a further step up market, albeit inducing a few yawns on the styling front.
This third Focus is Ford's first global vehicle that was designed with significant input from across the globe and it's a clear attempt at a more interesting design, but I'm just not convinced that it's found its mojo yet.
The design is rather busy upfront and that panel gap between the bonnet and badge is almost big enough to stash Pamela Anderson's silicon implants. The rear view of the hatchback is even fussier, those tail lamps seemingly designed to be different for the sake of being different.
Surprisingly, considering its insipid forebears, the sedan is quite pleasing to the eye and it's widely considered to be the better looking sibling in the range.
Still, this latest Focus lacks the sexy edge of the smaller Fiesta, but I'm pleased to announce that it hasn't lost that dynamic sparkle that always made it such a great steer on twisty tar. Our launch route, which took us through the Outeniqua Pass and other entertaining asphalt playgrounds around George, proved this well.
Endowed with an evolution of Ford's renowned Control Blade multi-link rear suspension, as well as an electronic Torque Vectoring Control system that performs the role of a diff at the front end by pulsating the brakes to limit understeer, this Focus glues itself to the road like a tongue to a frozen pole. Grip is immense and body roll the opposite.
Despite employing electronic power steering, it still indulges you in the full sensation of the cornering experience, even if it could use a little more weight at speed. The new Focus offers what's easily the most rewarding road holding in its class and it's also damped well enough to provide a comfortable ride.
Pity then, that the Focus is not all it can be on the engine front, the two petrol options being naturally aspirated. At this stage there are no plans to introduce the 1.6-litre Ecoboost turbopetrol motor that certain overseas markets are blessed with - Ford citing supply issues.
Our engines are, nonetheless, relatively sophisticated. The 1.6 matches the 92kW output of the 1.8 it replaces, only falling slightly short on torque at 159Nm, and the 2.0's power is up from 107kW to 125kW (torque increasing from 185Nm to 202Nm) largely thanks to direct fuel injection. The familiar 2-litre TDCI turbodiesel also gets a power hike, from 100kW to 120kW, while peak torque remains at 340Nm.
None of these engines disappointed on the open road, even the 1.6 feeling surprisingly gutsy for its size, albeit at sea level. The 2.0 petrol feels smooth, flexible and pleasantly punchy but it still has its work cut out against its turbocharged rivals from Opel and VW at Reef altitudes.
The diesel, which is only available with Ford's dual-clutch Powershift transmission, is a very solid performer and it mates well with the gearbox, which provides painless shifting without removing the actual cog-swopping sensation that's essential for petrol heads. There is no manual mode, however, but the 'box is telepathic enough when left to its own devices.
Powershift can also be had with the 2.0 petrol sedan, while the others offer only a five-speed manual - disappointing that there's no six-speeder for the bigger engines.
On the comfort front, the Focus ticks the boxes well, with a nicely-insulated, quiet and roomy cabin which also has an upmarket feel to it. Though the dash design has perhaps too many Hyundai vibes about it, the material quality is mostly superb and I'd rate it just a notch or two below the Golf in that respect.
Ford offers three specification levels, depending on your choice of engine and as before, the Ambiente versions kick things off for the bargain hunters while still packing the basic features you'd expect at this level.
Next up the ladder is the Trend, which adds 16-inch alloys, audio controls on the steering wheel, cruise control, Bluetooth connectivity with voice control, rear power windows and curtain airbags to the mix. There's also an option pack (R6300 on the sedan, R6700 on hatch), which brings 17-inch alloys, a rear spoiler (5dr), automatic headlights and wipers, auto dimming rear view mirror and a leather steering wheel.
Only the hatchback gets the top-notch Sport specification, which treats wealthier customers to six-way power-adjustable and heated partial-leather seats up front, dual zone climate control, a 4.2-inch TFT screen, Sony 9-speaker sound system and 17-inch alloy wheels.
Pricing on the new Focus (which includes a five-year/90 000km service plan) is fairly competitive, but nothing to really write home about. Worth it, perhaps, if a rewarding drive is high on your list of essential perks.
PRICING:
5-DOOR:
1.6 TiVCT Ambiente - R208 400
1.6 TiVCT Trend - R226 400
2.0 GDi Trend - R241 800
2.0 GDi Sport - R266 200
4-DOOR:
1.6 TiVCT Ambiente - R208 400
1.6 TiVCT Trend - R226 400
2.0 GDi Trend Auto - R264 300
2.0 TDCI Trend Auto - R281 100