Ford has acquired several well-deserved plaudits because of its line of EcoBoost engines--EcoBoost being Ford-talk for turbo-charging. However, the adulation does not lengthen to the firm's naturally-aspirated power-plants, and a few times with this Emphasis helps to comprehend why.

The motor is a 2.0-liter four-cylinder, an oversquare layout (bore measurement transcends the stroke) with variable-valve timing, direct-injection, and a large (12.0:1) compression ratio. Those technology specs indicate high revs and a lot of horse power, but the world does not compare well to the idea.

Rated for 160 hp, this 2.0-litre can not actually be called tepid in terms of hp per litre, and 7.9 seconds to 60 miles per hour is not just glacial. On the other-hand, it is tough to find out a 16.3-second-quarter-mile as anything-but willful, and decreasing one's vulnerability during passing plays needs at least one and occasionally two downshifts.

The limiting element here is not therefore significantly the motor out-put as the automobile's market-minded gearing. The final drive ratio (3.82:1) is tall, and fifth equipment (0.81:1) in the stick shift is clearly overdriven, a mix that retains the motor nicely out of what sweet-spot it's (around 4500 to 5000 rpm). The effect is poor top-gear operation. Assess the 30-to-50- and 50-to-70-mph passing instances, which are, properly, drawn-out--especially when you are in the on-coming-traffic lane, there is a car coming, it is becoming larger, and you are given to the move. Definitely time to get a down shift, or 2.

The gear ratios were definitely selected for mpg, not miles per hour. EPA evaluations are 26 mpg city, 36 highway. In our attempts to summon hurry from this set up, we recorded just 25 mpg on the length of the check.

Why would we shove this planned fuel-sipper in to thirst? As the remaining portion of the bundle is as excited as the powertrain is hesitant, with fit replies, small spin, and nicely-managed body movements. The electrical power power-steering is astonishingly fast (2.3 turns lock-to-lock) and, even more commendably, fairly precise.

Additionally surprising: the significant grasp in the Pirelli P Zero Nero all-time tires--W-speed-rated 235/40s on a set of eyecatching 18 Inch aluminum wheels. The 18-inch wheel/tire package is optional ($625), and brought to a 0.89-grams operation on the skidpad, with just small lead. In addition, it inspires self-confidence in high speed sweepers. And still, the Focus desired 180 feet to stop from 70 miles per hour, presenting little brake fade in the check monitor. With such tacky rubber, we anticipated better.

Titanium is the most effective trim level in the Concentrate family, augmented here with a $795 technology bundle (blindspot attentive, back cross-traffic attentive, and lane-keeping assistance) and navigation, additionally $795. They shoved the grand total to $26,710--or about what you'd spend for a 252-hp Focus ST. If significant haste is not important, you you may realise of the Concentrate Titanium this manner: ST answers, with better ride quality and no torque steer. But we'll consider the Concentrate using a powertrain as athletic as its chassis.