The last time our Ed. stepped inside a Ford Focus was at the launch of the third-generation hatch and sedan in mid-2011. At that stage already, the Focus ST seemed on the horizon, but it’s taken the best part of 12 months for it to arrive in world markets, although thankfully South Africa is receiving the new ST just months after its European launch.
Riding passenger en route from the airport to Aldo Scribante race track in Port Elizabeth, I recall my impressions of the current Ford Focus hatchback. I like the front-end styling, the layout of the cabin, improvements in trim and reduced levels of noise and vibration. At the Garden Route launch last year, I remember the enthusiast in me appreciating the 30 percent stiffer chassis and associated revised suspension setup, which struck a chord as being a great foundation for the Focus ST I was about to drive.
The new Focus ST looks resplendent in its ‘Tangerine Scream’ paintwork, although the colour hasn’t remained faithful to that of the original concept, having taken on a more yellow base. Nevertheless, a pearlescent effect remains and the vibrant colour bolsters the new ST’s appeal, which is less showy in person than photos would suggest.
Setting the ST apart from the standard Focus range is a new, single-piece, front bumper with a dominant grille, which conjures images of ocean-dwelling filter feeders. Additional air intakes, deeper side skirts, a large roof spoiler, a rear bumper with air outlets and central exhaust pipe, give the ST’s game away. A set of 18-inch alloy wheels wrapped in 235/40 ZR18 rubber, provide the finishing touch to what is a well balanced styling package; not too racy, but far from boring.
Unsurprisingly, the interior builds on that of the standard Focus and is available in ‘ST1’ and ‘ST3’ specification. The basic ST1 spec includes: boost, oil pressure and temp gauges; alloy pedals with grippy rubber inserts; dark roof lining and trim on the pillars; cloth trimmed Recaro seats; a 6-speaker sound system; halogen headlights; manual air-conditioning; manually adjustable front seats; Ford Sync with 3.5-inch screen; steering wheel audio controls USB/Aux-In and Bluetooth connectivity, as well as voice control. The ST3 specification builds on this equipment list to include: leather seats; Ford Sync with Sony Audio system, 8-speakers and a 4.2-inch TFT screen.
Heavily bolstered, but with enough cushioning, the ST’s Recaro seats are one of the hatch’s best assets and guarantee comfort for kilometre after kilometre of cruising or carving over the black-top. The four-spoke steering wheel remains common to the Focus range, but perforated leather and an ‘ST’ aluminium insert at its base provide suitable sporting feel. Likewise, the ST3 features an aluminium insert surrounding the gear lever, which looks and feels the part.
The big question on everyone’s minds is that of the all-new engine and whether the ST is better or worse for it. In reality it’s almost unheard of for a manufacturer to go backwards in the development of a flagship model, certainly not in performance, but there’s always room for subjective opinion when it comes to the often enigmatic definition of ‘character’. Gone is the lovable 166 kW and 320 Nm, five-cylinder, 2.5-litre, turbocharged petrol engine. Sad news, until you discover that Ford has managed to replace it with cake that you can have and eat.
The new 2.0-litre, 4-cylinder, turbocharged EcoBoost engine has been designed to deliver improved performance and economy. High pressure direct injection, low-inertia turbocharging and Twin-independent Variable Cam Timing (Ti-VCT), all help to create 184 kW and 360 Nm of torque, yet also an average fuel consumption figure of 7.2 L/100km. The top speed and 0 – 100 km/h figures are 248 km/h and 6.5 seconds respectively, which are slightly up on the Volkswagen Golf GTI and slightly lagging behind those of the upcoming Opel Astra GTC OPC.
The numbers are a clear improvement, but what of the old lump’s character? Thankfully, the new Focus ST’s EcoBoost engine has negligible turbo-lag, with torque coming on strongly from just 2 000 r/min, right the way through to 4 500 r/min. Burying the accelerator won’t result in the famed 5-cylinder warble of old, but instead you are rewarded with a throaty and bassy growl from around 3 000 r/min, which is no less enjoyable. This amplified induction noise comes courtesy of a sound imposer and if there are any sound engineering students reading this, take note, this is the kind of skill the world needs, not your ability to lug a band’s equipment between gigs.
The engine is enjoyed in combination with a 6-speed manual transmission, which is slick and precise, often prompting changes just for the fun of it. There is one potential oversight in this regard though. The gear lever could be positioned further forward for taller drivers, with the result that one needs to lift their elbow backwards and then up over the centre armrest in order to grab 2nd, 4th and 6th gears. Not ideal and not what one might expect from a ‘driver focused’ hot hatch.
The Focus ST has, however, always been one of the best examples in the hot-hatch class when it comes to connecting the driver to the road and this third-generation model is no different. The four-wheel independent suspension has been retained and has been further refined to offer a sporty and composed ride. In other words, the ST is sprung somewhere between the softer Golf GTI and more hardcore Megane RS Cup; pretty much a perfect balance for a car of this nature.
The ST rides 10 mm lower than the standard car on its sports suspension. The power steering has been paired with a variable ratio steering rack, which requires less input for straight line driving, but when corners tighten, it offers precise response for maximum control.
There’s no RevoKnuckle or limited-slip differential to tame the power, but Ford has used a new Torque Steer Compensation (TSC) system, which works by applying the brake (320 mm front discs) to which ever front-wheel is spinning faster, to mimic the effects of equal grip between each wheel. In addition, the power steering software is in communication with the TSC system and also counteracts the feeling of torque steer for the driver. Between the steering and suspension setup, the Focus ST is composed and inspires confidence that sees it covering ground effortlessly. Right now, no other hot-hatch can match it in this regard; it is excellent.
An Electronic Stability Programme (ESP) offers three modes: ‘standard’, ‘sport’ and ‘off’. In an increasingly overprotective world, being able to turn the whole ESP system off is a nice touch and when visiting a racetrack, such as our stint at Aldo Scribante on the launch, the ST allows the driver to really enjoy its mechanical grip, feedback and drivetrain. Controlled understeer and lift-off overtseer are available in equal measure in the new ST, making it far more engaging than your typical front-wheel drive, with ability to adjust the car’s line and attitude with fine throttle movement – which also speaks to the immediacy of throttle and engine response; superb.
On the road, it’s the ‘sport’ mode that takes the best advantage of the ST’s chassis and technology, only intervening once the driver’s heart rate has received a satisfying spike.
The 2012 Ford Focus ST is arguably a little late in following its rivals the Golf GTI and Megane RS, but in the process, it’s learnt a few tricks and is a winning combination, especially when considering the no-frills and relatively budget-friendly ST1 specification model.
| Pricing (Incl. VAT and CO2 Tax) | |
| Ford Focus ST (ST1) | R309 530 |
| Ford Focus ST (ST3) | R353 700 |
Pricing includes a 4-year/120 000 km warranty, 5-year/90 000 km service plan and 3-year/unlimited km road-side assistance.
