YEARS before the Volkswagen Golf GTi there was the Ford Escort RS 1600. Born and baptised on the world rally circuits, the hot Escort was the prototype ‘fast Ford’ when it arrived in 1970 to universal acclaim.
Ford fumbled the change to the XR3i - a car that was never as good as its reputation - but restored its reputation with the Focus ST and the firebreathing RS.
But here’s a thing - the original Escort RS1600 was good for 115bhp, about the same as the lacklustre XR3i which followed a decade later, and the first generation Focus ST made an honest 170bhp.
That’s impressive but it’s now obvious that Ford was only getting warmed up ten years ago. In its most powerful incarnation, the latest third gen Focus ST has 250 horses stampeding to be let out of the stable door - 20 per cent more than the original Focus RS, which was rated at 212bhp and limited to just 4,501 units.
ON THE ROAD
Over the years, Ford has subtly changed the Focus driving experience from something raw and exciting, that was unlike anything else in the C-segment class, to a more mature and relaxing ride reminiscent of its biggest rival, the VW Golf. Does the latest ST mark the moment the pendulum begins to swing back again?
Obviously, the standard Focus has a more comfortable ride - to be expected given the ST’s stiffer suspension and retuned dampers - but the extent to which the hot model differs is surprising.
The ST bumps and thumps its way around town in a way that’s totally alien to its hum-drum siblings. At low speeds the Focus feels more like a Japanese rally special than a rapid family hatch. You feel everything a grotty road surface has to offer through the steering and bumps transmit shocks via the chassis to your backside in a manner that’s more Subaru than soothing.
I can live with this because that’s the way the ST’s audience likes it.
And when you’re on it the ST covers ground like few other cars in its class; the chassis wrapping around you, the steering alert and the grip prodigious as you fire it out of a tight corner with a daft grin on your face.
The 2.0-litre turbo engine’s power output is just about on the pace. These days 250bhp is the minimum requirement for admission to the hot hatch ranks. Rivals from Renault, Seat, Volkswagen and Peugeot all have more horsepower at their disposal, but the Focus makes the very most of what it has. Power builds incrementally - there’s no old-school kick in the back when the turbo spools up - and, in the real-world, the ST never feels outgunned.
If you want more there’s a factory-backed tuning kit by Mountune which takes the output to 272bhp and for drivers who crave the ultimate there’s always the latest Focus RS which deploys a 345bhp sledgehammer (albeit with a price tag to match).
ON THE INSIDE
To add some aural drama to the mechanical fireworks Ford has fitted a sound synthesizer which enhances the engine note in certain conditions (usually when you’re going for it). This creates a meaty growl not unlike the old ST’s five-cylinder engine.
The ST benefits from the recent Focus range cabin facelift. There are fewer buttons and an eight-inch touchscreen is now available (standard on ST-3 models) with full smartphone connectivity.
It’s traditional for sporting Fords to feature Recaro sports front seats (the Escort and the Capri both had hip-hugging Recaros) and the seats fitting to the ST are excellent - comfortable and capable.
The chunky leather steering feels great and the stubby little gearstick is perfectly positioned for fast changes.
However, some of the plastics are still not up to the very high standards set by the VW Golf and the cabin overalls feels more on a par with the Seat Leon.
WHAT DO YOU GET
The Focus ST is actually a full line-up of models these days. Our ST-2 is the mid-range model (and also the most popular), although it came with a few tasty extras.
Standard kit on the ST-2 includes 18-inch alloys, a modest bodykit, excellent Recaro sports seats, a leather steering wheel, rain sensitive windscreen wipers, Ford keyless start, a radio/CD with a 4.2-inch display, DAB, aux input and Bluetooth wireless connectivity. However, you’ll need to stretch the budget for the ST-3 if you want cruise control, rear parking sensors, foldable door mirrors and cool illuminated front door scuff plates.
The test vehicle came in eye-catching orange paintwork with contrasting red brake calipers. Someone with a sense of humour has christened this £745 metallic hue ‘Tangerine Scream’ - and it certainly attracted attention.
HOW PRACTICAL IS IT?
Ford is to be congratulated for making the ST available with a five door hatchback arrangement. There’s also an estate variant. If you regularly give lifts to back seat passengers they, and you, will appreciate the extra two doors which obviate the need to climb in over the front seats.
The boot is practical but, at 345 litres, the Focus is at a disadvantage to most of its rivals in this segment.
At least the cabin has a generous selection of cupholders and oddment trays. Even the glovebox is large enough to hold more than, er, a pair of gloves.
RUNNING COSTS
The 2.0-litre EcoBoost engine returns more than 47mpg on the official combined cycle (which is more like 35mpg in real driving conditions). That is a significant improvement on its thirsty predecessor, however, f you want even lower running costs, Ford sells a diesel ST which trades power for better mpg (67) and lower emissions (110g/km of CO2).
VERDICT
The ST is a very accomplished performer. The recent facelift has improved the looks, especially the front end with the new mesh grille and slimmer headlamps, and it remains as exciting to drive as it ever was. The 2.0-litre EcoBoost engine is more efficient and running costs should be significantly lower. There’s even an estate version if you need the extra space.
SPEC: Engine: 2.0-litre turbo petrol.
l Max power: 250PS.
Max torque: 345Nm (360Nm wi overboost).
Top speed: 154mph.
0-62mph: 6.7 seconds.
Fuel consumption: 41.5 mpg (official combined)
CO2: 159.
VED:£180.
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