About a decade ago, while partying like it was 1999 (because it was), I first drove a brand new Ford Focus. Enthralled at the prospect of an essentially European-market small car available to American consumers, I, like many, was smitten by the Focus’ unique, rather un-Escort-like flavor.

The Y2K bug might have zapped a few slot machines in Delaware and, in a beautiful irony, temporarily screwed up the dating scheme on Microsoft and Apple’s websites, but it didn’t change the Focus – as the 2009 Focus SES coupe proves 10 years later.

As many enthusiasts pining for the second and third-generation Focii that arrived in Europe (and even Mexico, for crying out loud) well know, the United States and Canada continue to receive a mildly warmed-over version of that 2000 Focus. But, as we discovered after a week’s drive, a book needn’t be judged by its cover.

What is it?
Ford’s first truly successful world car since the Model T, the first generation Focus was the result of a collaborative effort between Ford’s various global operations. A hit here – and there – it replaced both the unloved but dynamically capable Contour and the ancient Escort.

Soldiering on essentially mechanically unchanged until last year, the Focus finally received some chassis enhancements, a few extra ponies for its 2.0-liter motor (historians will recall a 170-horse SVT version once existed) and, of course, a new look inside and out. The Euro-style wagon and three-door hatchbacks died but were replaced by a coupe – our test vehicle. Ford 2009, the top-end SES coupe gains a sportier front fascia, standard dark-finish 17-inch alloy wheels and a rear roof spoiler. Though the look recalls the Focus SVT, the powertrain is unchanged from other Focii.

What’s it up against?
For those seeking a little sport in this segment, the biggest threat comes from Ford’s kissing cousin, Mazda. Riding on the same platform as the European Focus – a small car design that’s two generations newer than our test vehicle – the recently redesigned Mazda3 is a tough competitor, even if it’s only available as a four-door.

Don’t forget to count the Honda Civic coupe and Volkswagen Rabbit (soon to be Golf again) as other sporting rivals, too.

Any breakthroughs?
Nope.

How does it look?
The coupe is fresher than the sedan – as it should be, given the bodystyle is a recent addition to the Focus family. Still, with a relatively narrow cabin and tall greenhouse, it lacks the sporty look you’ll find in the competition. We don’t know if it’s intentional, but there’s definitely some mid-1990s Ford Escort two-door going on in the C-pillar and rear fenders.

The new alloy wheels and SVT-esque front fascia do go a long way towards adding some zing to the fairly dorky and fussy overall design. This isn’t Ford’s best integration of its Gillette-inspired grilles, but the smoked finish of our test SES coupe helps a little.

And on the inside?
Triangles, be gone! Where the first iteration of this platform featured the controversial, but consistent triangular theme that was the then-current Ford of Europe design language, the Focus now features an unimaginative hodge-podge of styles. The dashboard, made up of a massive span of cheap, painted plastic, takes advantage of Ford’s latest switchgear – but don’t think it’s an especially modern design overall. The instrument cluster, in particular, drew criticism from anyone who drove the Focus. Criticism centered not only on the childish design of the gauges, but also on their sparse hash marks. Try explaining that one to a county mounty. Few materials are soft-touch and all fall well below the standard set by rivals – not to mention Ford’s own products.

This is the Ford of yore and we’re not thrilled about the blast from the past. Assembly quality was iffy throughout; a kick panel above the driver’s knee fell off twice before we relocated it to the back seat and the passenger window switch panel was molded incorrectly and wouldn’t fit into its door-mounted recess.

The optional leather trim on our tester came from rubber cows and the headliner, carpet and sun visors could have been straight out of an Escort. They did not impress.

At least the seating position, fairly high in the cabin, was top-notch and the simple three-spoke wheel was nicely designed for sporty driving with a fairly thick rim. Our tester also featured Ford’s Sync bluetooth/handsfree system, silly adjustable ambient interior lamps and a decent audio system with a trunk-mounted subwoofer. That trunk featured a nice-sized opening and a finished lid liner; if only that level of attention had been paid to the rest of the interior.

But does it go?
Here’s where things start to get really familiar. When the Focus first arrived, it was commended for its upscale feel in a segment of bargain-basement economy cars. Though the Focus now looks and feels akin to the cars it used to laugh at, the driving experience remains a major positive – leading us to wonder just how impressive a performer the second-generation Focus (fourth-generation for the rest of the world) will be when it arrives to replace this model in a couple of years.

With a five-speed stick and 140-horsepower and 136 lb-ft. of torque on tap from the 2.0-liter Duratec four-cylinder, don’t expect rubber-burning performance. Certainly capable of keeping up with traffic – and even passing a few cars – the Focus’ four-banger loves to rev and, unlike some engines on newer rivals, it emits a refined growl throughout the rev range courtesy of a sport-tuned exhaust.

Related to the MZR engine in the Mazda3, but lacking variable valve timing, the Duratec four-banger is available as a PZEV (Partial Zero Emissions Vehicle) engine in some states. We averaged close to the 35 mpg highway (24 city) Ford and the EPA quote.

Shift action from the five-speed is positive and the clutch borders on heavy – a good thing for performance-minded shoppers. Particularly notable is the direct, communicative steering. On our curvy test loop, the Focus imitated a go-kart’s taut ride and darty maneuverability. It doesn’t offer the refined, smooth feel of the latest Mazda3 or Honda Civic, but there’s a certain, undeniable appeal in the Focus’ obvious connection to the road.

The 17-inch Kumhos on our tester gave up a little too soon in track-style maneuvers, but they did help smooth out sharper pavement.

On the highway, the Focus tended to dart from side to side in heavy cross winds, but it was commendably quiet thanks to a laminated windshield.

Why you would buy it:
Your 2000 Focus is feeling a little ragged and you don’t want to stray far from the car you’ve enjoyed flinging into corners since Clinton was in office.

Why you wouldn’t:
You stopped at the Mazda dealer on the way to the Ford store.

Leftlane’s bottom line
The Focus strikes us as the kind of car we wouldn’t mind renting. Too somber and low-buck inside to be something you’d want to live with on a day-to-day basis, it is nonetheless an entertaining drive that can still, all these years later, keep up with the best of them.

We can’t wholeheartedly recommend the Focus – especially not with the world Focus arriving in the U.S. and Canada when this one expires. But we can say that it remains a decent little car that, despite its numerous demerits, outshines most of the class when it comes down to sheer driving dynamics.

2009 Ford Focus SES Coupe base price, $17,865. As tested, $20,910.
ABS and stability control, $745; Moon & Tune Package, $795; Heated leather seats, $810; Destination, $695.

Words and photos by Andrew Ganz.

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