AZCentral.com's view

The best thing about the Ford Focus station wagon is what it’s not. Mainly, it’s not a minivan, although for most small families or people with things to carry, the Focus wagon functions just as well.

The already tall aspect of the basic Focus sedan lends itself well to a station wagon, giving it a pleasantly high ceiling and chairlike seating position for all aboard, and creating a tall cargo area behind the rear seat.

For a small car, the Focus wagon packs a big load of cubic feet without imparting the domesticated image of a minivan. And the price is right: just over $17,000 for a nicely equipped SE wagon.

Focus has been a great success for Ford, not just in the United States but around the world, bearing the title of bestselling vehicle on the globe for two years running. In this country, Ford markets the Focus as a youth-oriented vehicle, an image it doesn’t care to dilute by bragging about its worldwide success in the mainstream.

Since its introduction last model year, Focus has changed the landscape of small cars, adding a stylish touch that deviates from the common econobox. For instance, Pontiac’s recently unveiled Vibe shows strong Focus elements.

Distinctive looks, excellent space utilization and above-par driving characteristics put an unusual European spin on a U.S. brand. And Focus gives Americans of moderate means something akin to the hip, pricey European wagons from Saab, Audi, Volvo, BMW or Mercedes-Benz.

As a station wagon, Focus presents a more conservative image than the radical-looking hatchback or interesting four-door sedan. The wagon is boxier, which is not necessarily a bad thing, since it functions well as a mover of people and possessions.

I was impressed by the steering and handling of the Focus sedan I tested last year, and the wagon carries on some of that driving edge. The cornering is not as sharp, but the rack-and-pinion steering is just as responsive.

I was less impressed with the wagon’s engine performance. Last year’s sedan felt quick and lively, but the wagon seemed sluggish and dull.

The difference? The sedan was equipped with a five-speed stick shift; the wagon labored under its standard automatic. Stick shift is not available on the wagon.

It’s a good enough slushbox, but the 130-horse four-banger, which makes most of its torque in the upper end of the rpm range, seemed to struggle in pulling the 2,700-pound wagon up to speed.

And it’s not a quiet struggle, either. Even moderate acceleration caused a harsh drone that filled the cabin.

Road noise is harsh on freeway concrete, though it’s not an issue on surface streets. The sedan was not as noisy, but station wagons tend to be a bit louder because of the open cargo space over the rear wheels.

The interior of the Focus is pure Ford, with the angular shapes and distinctive forms first seen in the “New Edge” Mercury Capri. The interior is roomy and nicely detailed, with supportive seats and good space for humans front and rear. For driver and passengers, the tall cabin and raised seating position make the car seem bigger than it is.

Focus carries New Edge style to the outside as well, with its cat’s eye headlights and bold wheel arches. Again, the styling of the wagon is more modest, as befitting the family-transport crowd.

The SE comes fully equipped, with all the usual power and convenience features. The only options were anti-lock brakes at $400 and side airbags at $350, two important safety features that should be standard.

Focus represents a new take on moderately priced compact station wagons. The only thing even close is Saturn’s LS wagon, which hasn’t sold well, analysts believe, because of its generic styling.

No such problem with the Focus.