Ken Garff Ford

One out of every five new cars sold is a small car like the Ford Focus or Toyota Corolla. Their popularity stems from them offering so much in small, efficient packages. Because the small car class is so popular, there are many choices in the segment. How do you pick? Everybody uses his or her own criteria.



Those who value performance over all other things may look to the sporty Mazda 3. If price is paramount, Kia and Hyundai move toward the top of the list. However, many people value reputation as strongly as any other characteristic, and lean toward Toyota.

Toyota products have a lot going for them: reliability, value, quality. The company's current line of small cars includes successes such as the tiny Yaris and the familiar Corolla. The latter is a more direct competitor to the Focus, so we'll consider it here.

Looking at their specifications, the Focus and Corolla square off pretty evenly. Most dimensions measure out within less than an inch of each other in every category. The Focus does hold a slight advantage inside, offering three more cubic feet of interior volume. The new 140-horsepower Focus also has a significant power advantage over the Corolla's122 horsepower. However, high horsepower figures usually cost in terms of fuel economy, and expectedly, the Toyota's EPA mileage figures beat the Focus (28/37 to 24/35) for models equipped with a manual gearbox.

Proving that it's necessary to physically compare vehicles before you make a commitment, the Focus and Corolla feel dramatically different on the road. The Focus is quieter and more responsive -- certainly more of a driver's car. The Corolla rides more softly. Many prefer the Ford Focus due to its nicer ride, fresh interior and advanced SYNC option. Many feel that the 2008 Focus makes the Corolla feel like a tired rental car. To be fair though, the Corolla has been around since model year 2003 in this guise, so it is a bit old. On the horizon is an all-new version set to debut early next year.

Details About the Ford Focus...

There was a time when cheap cars weren't fun. They were nothing more than mobile penalty boxes that advertised the fact that their drivers couldn't afford something better. Today, there are many inexpensive cars that you'd actually want to drive for reasons beyond their low price. These cars are so good that they no longer carry that "cheap car" stigma. Solid proof of this is Ford's 2008 Focus. Available at dealers now, this affordable, fuel efficient, almost all-new car is worth a look for several reasons, including the fact that it debuts the powerful voice activated communications and entertainment system known as SYNC, a slick system developed in collaboration between Ford and Microsoft.

Before we dive into the details on the new Focus, let's start by looking at what's not new on the 2008 model. Much of what you don't see on the new Focus is actually carried over from the 2007 model. That's not necessarily a bad thing. To many enthusiasts (including your humble author), the 2000-2007 Focus epitomized all that was good about small cars in terms of performance. The older Focus's chassis, suspension, and engine exhibited impressive road manners with a level of refinement that reached well beyond the typical economy car. This means the car handled well, accelerated briskly and stopped with predictable control. In an effort to keep costs down, many unseen parts ride beneath the 2008 Focus as they did in 2007, or with modest revisions.

What's new on the 2008 Focus is just about everything but the chassis, suspension and engine. Ford gave the Focus a totally new look and simplified the model line that now only offers a traditional sedan and two-door coupe. Gone are the 3-door and 5-door hatchbacks and the traditional wagon. Trim levels include the bare-bones S, the mid-line SE and the well-equipped SES. The new shape is certainly welcome, as the old was, well ... seven years old. While we're OK with the overall shape, we're not too keen on the for-show-only fender vents. With Ford's popular Fusion representing the company's current design idiom, it's clear that stylists wanted to give the Focus cues that linked it to the rest of the family. The bold horizontal chrome grille does just that. The shape flowing rearward from the grill is handsome and the execution is tidy. It's also significantly quieter, thanks to over 100 hours in the wind tunnel. These hours helped refine the exterior's shape, including smoothing out the noisy airflow around the exterior mirrors.

Another change that quiets the interior is the windshield. It is what engineers call a significant "acoustical barrier." To regular folks, this means that it includes an additional layer that helps block out road noise. After no fewer than six hours behind the wheel, the new Focus proved to be impressively quiet, and qualitatively on par with more expensive sedans we've driven recently.

Inside, the styling changes are even more dramatic. Gone is the cheap, plain feel of the previous Focus. (In the least expensive trim, the interior of the old Focus reminded us of plastic cutlery.) The new look is more substantial and dimensional, and is clearly visible in the detailing like the sculpted rings surrounding the instrumentation. Safety is also addressed with the addition of standard side and side-curtain air bags for those up front. Even though the hatchback is gone, the new body styles provide good cargo-carrying capabilities thanks to the folding rear seat backs. When lowered, they provide a large opening that adds to the car's generous 13.8 cubic feet of cargo volume.

The interior is where you'll find SYNC, a voice-activated, hands-free communications interface that links the car to phones, PDAs, MP3 players and portable storage devices. Developed with Microsoft, this $395 option delivers unparalleled device integration. Focus is the first vehicle to launch with SYNC, and it works pretty darn well.

The SYNC System in '08 Ford Focus

First and foremost, SYNC is designed to simplify taking phones and music players on the road. The USB port at the bottom of the center stack makes it easy to plug in our previous-generation iPod. In a matter of moments, the linking of our iPod to the car (technically referred to as "pairing") was automatically handled. Only a few more steps were necessary to pair our older Samsung Bluetooth-enabled phone. With the devices linked into the Focus's audio and interface systems, we put SYNC's powerful voice recognition engine to work. Using the buttons on the steering wheel plus straightforward voice commands, SYNC found song after song, answered incoming phone calls, read incoming text messages, and let us make voice-initiated outgoing calls. After the linking, we never had to touch our iPod or phone to accomplish any of these tasks -- truly a progressive step toward reducing driver distractions.

After a few hours of use, it is our inclination that those over 30 may find the verbal interface somewhat awkward. However, the process gets easier over time as you learn the cadence of specific commands and get over the "weirdness" of talking to your car. Teenagers should feel immediately comfortable. As one would expect, the system has limits. Currently, SYNC will read text messages sent to your paired phone, but Ford elected to not allow drivers to respond in kind while moving for liability reasons. Ford's position is understandable, but begs the question, "Won't many drivers who believe themselves to be immune from distraction simply grab their handset and text away?" The manufacturer's measured response is essentially that it could happen, but that then their Focus isn't enabling a potentially hazardous behavior.

Looking past the 2008 model year, according to members of the Microsoft development team, SYNC's hardware and software will possess more capabilities than are currently offered. As the system matures, more features may be added to this updateable system.

Back to the Focus's more traditional hardware; every new model shares the more refined two-liter four-cylinder that produces 140 horsepower, an increase over 2007 thanks to a new cooling system and intake with electronic throttle control. In California trim, the engine makes slightly less power (132 horsepower) but runs clean enough to meet the tough PZEV (partial zero emissions vehicle) standard. Transmission choices expected include the 5-speed manual and 4-speed automatic. Fuel economy comes in at 24 mpg city and 35 mpg highway for the manual, and 24/33 for the automatic. While SYNC may be a hot new technology, it's important to recognize that the new Focus is more than mobile housing for the latest Microsoft offering. As a car, the Focus offers a healthy dose of great driving. The engine revs smoothly to redline and the chassis is composed. The car really likes being tossed into a corner, and the ride stays smooth. The brakes work well, but it's here that the vehicle's economy car roots show (like its low-priced competitors, the Focus uses front disc and rear drum brakes). To help keep prices low, ABS is still optional on the S and SE equipment levels.

The coupe and sedan body styles are built atop the same 102.9-inch wheelbase, so their interior dimensions are almost identical. The models drive identically, so if you were to consider the new Focus, buy the body style that works best for you -- for instance, if you need access to the rear seats often ... get the sedan. The overall quality of the Focus models we evaluated at a recent Ford-sponsored press event was high for a sub-$20,000 car. This should not be surprising as Ford recently earned several quality awards from J.D.Power and Associates, providing third-party proof that this domestic manufacturer doesn't build junk anymore. If you're in the market for a Honda Civic, Toyota Corolla, Hyundai Accent, Nissan Versa or Sentra, shop the Focus too. You might like what you find. Prices start under $15,000.

Toyota Corolla is among the best of the compact sedans: reliable and economical yet refined and comfortable.

The sporty Corolla XRS features a specially tuned suspension and a more powerful, 164-horsepower 1.8-liter engine that propels the car from 0 to 60 mph in less than 8 seconds. These upgrades add sports appeal, though we wouldn't classify the XRS as the kind of sport compact that fuels enthusiast magazines.

The seats are comfortable and supportive, whether ordered with cloth or leather. Big heating and air conditioning controls are simple, radio controls are straightforward, the cup holders work well, and cubbies are available for stashing stuff out of the way, making for a tidy, convenient cabin. Getting in and out is easy and the back seat in this four-door sedan is surprisingly roomy and comfortable. The standard four-cylinder engine revs smoothly and delivers good acceleration performance. Corolla earns an EPA-estimated 32/40 mpg City/Highway when equipped with a manual transmission. Both the manual and the automatic transmissions offer smooth shifting, and the manual is very easy to operate. All models have a smooth, comfortable ride and responsive handling.

Safety is enhanced by ordering optional curtain-style airbags and side-impact airbags designed to provide additional head and torso protection in a side-impact. Optional anti-lock brakes help the driver maintain steering control after slamming on the brakes. Crash testing indicates the Corolla is one of the safest cars in its class. However, the base Corolla CE offers an excellent value and comes standard with air conditioning, while the mid-level Corolla S is well-equipped with popular features.

The Different Models & Trim

Toyota Corolla comes in one body style, a four-door sedan (not counting the Matrix). The Corolla CE, S, and LE come with a 126-horsepower 1.8-liter four-cylinder engine. The Corolla XRS gets a 164-horsepower engine. (Note that although horsepower numbers appear lower for the 2006 models, it is due to a change in how the SAE calculates net horsepower. Actual performance of the engines remains unchanged from 2005 models.) The 2006 Corolla line carries over with no significant changes.

The Corolla CE is available with a five-speed manual transmission ($14,005) or a four-speed automatic ($14,805). The CE comes standard with air conditioning (with an air filter), AM/FM/CD stereo system, power steering, tilt steering column, tachometer, intermittent wipers, digital clock, outside temperature gauge, trunk lamp, and a dome light with delay.

Corolla S, available with the manual ($15,050) or automatic ($15,850), gets wider 195/65R15 tires and sporty styling cues: smoked headlight lens extenders, integrated fog lamps, and an aerodynamic body package with color-keyed front and rear underbody spoilers, rocker panel extensions, and rear mud guards. Inside, the S gets a unique cloth interior, a sporty tachometer, chrome accents, and a nice leather-wrapped steering wheel and shift knob. The S is also upgraded with power door locks, power mirrors, a vertical seat-height adjustment, and mirror-mounted map lights. Power windows with keyless entry and cruise control are included in the optional Enhanced Power Package ($500).

Corolla LE manual ($15,215) and automatic ($16,015) are upgraded with popular convenience features, including power windows, remote keyless entry, halogen headlamps, and variable intermittent wipers. The LE is distinguished with body-colored door handles; it lacks the sporty body cladding of the S and looks the better for it. Inside, the LE gets wood-like trim and upgraded cloth seating surfaces. An optional leather package ($650) is available for the LE that gives the car a luxurious look and feel and includes cruise control. Aluminum wheels ($390) are available, which improve the appearance of the LE and should improve its handling slightly.

Side-impact airbags and curtain airbags ($655) are optional on most models and we strongly recommend them for the additional protection they can provide to the heads and torsos of you and your passengers if someone rams the side of your car. Anti-lock brakes with electronic brake-force distribution ($300) is an optional and we recommend it; ABS helps the driver maintain steering control in an emergency braking situation, while EBD helps maintain full braking pressure even if the driver makes the common mistake of relaxing pedal pressure. Optional Vehicle Stability Control ($650) helps the driver maintain control in corners by compensating for skids.

Cruise control ($250) and the sunroof ($750) are available as stand-alone options. The Corolla XRS ($17,780) is powered by a 164-horsepower 1.8-liter mated to a six-speed manual transmission. The XRS features a sport-tuned suspension with revised steering and 16-inch aluminum alloy wheels and Michelin performance tires (an upgrade from the standard 15-inch wheels on all other Corolla grades). Special interior and exterior trim distinguishes the XRS. Additional standard equipment includes anti-lock brakes with tire-pressure monitors, front and rear disc brakes, and cruise control.

Evaluating the Exterior & Interior

The Corolla looks like a small Camry. Thick A-pillars at the front and thick C-pillars at the rear give the Corolla a solid look while hefty bumpers add to its substantial appearance.

Corolla comes standard with 15-inch steel wheels, but looks like it could do with larger wheels and tires that would fill out the wheel wells more effectively. Aluminum 15-inch wheels ($390) are an option for LE models.

At the rear, the Corolla has a high trunk line in keeping with the car's high belt line. The taillights match the shape of the headlights nicely. Part of the taillight module is actually mounted in the trunk lid. This is fine except that the design causes the trunk lid to be narrower than it might be.

The doors have reasonably wide openings, which makes getting in and out easy. That's a benefit of the long wheelbase (102.4 inches), which also means that the rear wheel wells do not protrude into the rear door as much as they do on some compact cars. The Corolla's looks and handling are enhanced by its relatively long wheelbase and relatively short overhangs front and rear. (The overhang is the distance from the wheels to the ends of the car).

The Corolla S is distinguished by its sporty front spoiler, body-colored side rocker panels and rear skirt, along with its fog lamps and smoked headlamp masking.

The XRS gets 16-inch wheels that visually fill the wheel wells better. Distinguishing the XRS are a rear color-keyed spoiler, a color-keyed bezel surrounding the grille, and unique badges. Its ovoid headlights are similar and its rakish yet curved shape is in keeping with the Camry and Lexus ES 330.

The Corolla's interior doesn't feel like a small car nor does it feel cheap, like many compacts do.

There's plenty of front legroom and headroom. The Corolla seems particularly well suited to shorter people who often find it fits them perfectly. Big and tall people may find the accommodations cramped, however.

The back seats offer a decent amount of room for two average-size adults. Seat belts are provided for a third rear-seat passenger, but there's little space for such a person.

Materials used in the seats appear classy with nice fit and finish. The driver's seat has a much more substantial feel than in many cars in this price range, which makes it more comfortable for long journeys. Even the doors shut with a pleasant thud thanks to sound deadening felt mounted inside the door panels.

Take a look inside a Corolla LE with optional leather seating and you could easily imagine you're looking inside a luxury car instead of a $17,000 compact. The leather seats have a luxurious soft pleated finish, while the center console and door panels have wood-like veneer trim. Okay, it's fake, but it's so well made that it looks more realistic than the real wood found in some luxury cars. Both the LE and S models get a sporty leather-wrapped steering wheel that adds to the enjoyment of driving.

The XRS gets sport seats, a silver-colored instrument cluster and switch plates, Lexus-like Optitron gauges, and a leather-like shift boot and leather shift knob.

The dashboard is nicely laid out with exemplary ergonomics and a finish comparable to that of more expensive cars. Its top surface sweeps across the width of the car in a slight S-curve and wraps into the door trim. Each side of the center console seamlessly blends up to the lower portion of the dash. Four small vents are nicely inlaid into the upper part of the dash.

The radio is located high on the center stack so it's easy to reach. Three large round knobs for the heating and air conditioning system are located below the radio. The handle for the parking brake is located on the left of the center console so there's room for a small storage cubbyhole on the right.

Storage space is generous. The glove box is big and there are small pockets in each door. Map lights for upper models are mounted on the rearview mirror, not the ideal location as it's easy to mess up the mirror adjustment when trying to switch on a light.

The instrument panel is dominated by three overlapping round gauges, a large speedometer, a smaller tachometer to the left and a water temperature gauge and fuel gauge mounted in a matching circle to the right. They incorporate red lettering on a plain white background and are easy to read at night. There's also an outside temperature readout on all models.

The trunk is one of the biggest in this class. The gooseneck hinges intrude into the cargo space and can crush fragile items if they are in the way, but this design results in a larger trunk opening than using the scissor-type hinges that require a larger flange around the trunk opening. The rear seats are split 60/40 to allow access from the trunk.

All in all, the interior has a high level of refinement beyond what one expects in a low cost sub-compact. The opening is relatively small, limiting pass-through for large cargo, but it's handy for skis, fly rods, brooms and other long items.

Finally, the Road Test...

The Toyota Corolla is smooth, convenient, and easy to drive. It's hard to find any faults here. For many owners, this car quickly fades into the background, allowing them to focus on other aspects of their lives. And that's the way they want it.

The standard 126-horsepower four-cylinder engine is quiet, smooth and refined. It delivers brisk acceleration performance with a broad power band for nice, linear acceleration. There is no difference in engine, transmission or suspension between the CE, S, and LE trim levels.

The electronically controlled four-speed automatic transmission is nicely matched with the engine. It includes a shift logic system that helps hold a gear longer than it might otherwise if it senses the car is going up an incline or the driver wants plenty of power while passing.

For those who enjoy doing their own shifting, the five-speed manual allows for more performance as the engine's power can be better utilized. It shifts easily via a relatively tall shifter. Both the gearbox and clutch are smooth and easy to operate. The manual transmission earns an EPA-estimated 32/40 mpg City/Highway, while the automatic gets 30/38 mpg. One thing we hated: A beeper goes off in the cabin every time we shifted into reverse. We feel we could live without this feature.

The power steering is just right, providing a nice feel without being too stiff or sloppy. The suspension has been tuned to give a smooth ride, which is helped by a relatively long wheelbase. Body roll, or lean, is minimal and the car feels secure and stable at all speeds. The suspension is soft and does a good job of soaking up bumps and road vibration, giving the Corolla a nice, smooth ride that we really liked. The Corolla handles well, though those who enjoy the crisp handling of a sports sedan may want to opt for the XRS, which has a slightly stiffer suspension.

The new XRS is powered by a newly tuned version of the 2ZZ dual overhead cam engine and six-speed manual transmission found in both the Celica GT-S and Matrix XRS. The 1.8-liter four-cylinder produces 164 horsepower at 7600 rpm and 127 pound-feet of torque at 4400 rpm. It's tuned for more mid-range torque and features Toyota's VVTL-i variable valve timing and lift system for a burst of power from 6000 to 7600 rpm. EPA fuel economy is rated 25/32 City/Highway. The XRS features a sport-tuned suspension with higher-rate coil springs and shocks and a lower ride height (a half-inch lower). A sport strut tower brace is mounted between the shock towers. Larger 16-inch aluminum alloy wheels come with Michelin performance tires. The revised steering system features a more rigid steering column, designed to improve response. A power steering rack specially developed for the XRS allows for better steering feedback.

The XRS is not a high-performance sport compact car, however. It doesn't offer the response of hot compacts such as a Chevy Cobalt SS we'd driven immediately before, though the XRS is decidedly less expensive. And the suspension is by no means stiff. In fact, it's quite compliant. Overall, the Corolla XRS is a terrific compact four-door sedan that's just a little sportier than the rest of the line.