Ford Focus ST 2013 Review

Packing a refined yet muscular – and tuneful – EcoBoost 2.0-litre turbocharged four-cylinder engine and good old fashioned six-speed manual gearbox, Ford's hottest Focus may have a new badge but its every millimetre the pocket rocket its five-cylinder predecessor was... In fact, in most aspects it feels both more enthusiastic and better polished than the car it replaces.

The new Focus, and its Fiesta hot hatch counterpart (the latter due in 2013, but yet to be confirmed officially), dumps the local XR4/XR5 monikers in favour of ST nomenclature. In this regard, the latest Focus hot hatch formalises the alignment of the Australian market with Ford Europe's ST performance badging. Both the XR5 and XR4 were mechanically identical to their ST counterparts – now the names match too...

Thus Ford with some basis in fact claims the Focus ST is its "first global performance car". It will be sold in more than 40 markets worldwide.

According to the Blue Oval, the car's core attributes were thrashed out by a working group comprised of members of Ford Team RS in Europe, and the Special Vehicles Team in the United States. Ford engineers from the Asia-Pacific region also provided input.

The end result is a cracking hot hatch that seems just a little more grown up than the car it replaces.

Focus ST goes on sale this month at $38,290 plus normal dealer and on-road costs. That's an $1800 increase on the 2011 XR5 ($36,490) but undercuts the closest competitors, Mazda's 3 MPS ($39,490) and the five-door version of VW's iconic Golf GTI (from $40,490).

That $38K sticker price includes a strong standard equipment line-up with bi-xenon headlamps, LED daylight running lamps, rear LEDs and unique trapezoidal centreline exhaust, all included. Inside the five-door hatch gets standard Recaro front seats (with partial leather, colour-matched upholstery), dark headlining, extra gauges (boost, oil pressure and temp)and a swag of ST-logoed equipment and trim items.

Check out our international and local local Focus launch reviews for more details on the standard suite of Focus goodies including auto lights and wipers, capless fuelling, park sensors and reversing camera and so on. The current Focus reputation for quality cabin materials and good build quality is in evidence in the ST.

Audiophiles will note a nine-speaker Sony audio system is matched to Ford's SYNC infotainment system. SYNC delivers full Bluetooth and USB connectivity with voice control options. A satnav system sans traffic updates is also standard equipment.

Though Ford has a lot to say about SYNC, it should be noted that Aussies still have to make do with a system that's 'SYNC-lite' compared to the full suite of services offered in the USA. Stateside, full Internet connectivity is incorporated along with traffic updates for nav, et cetera. Ford Australia boss Bob Graziano says SYNC is a key technical building block for the brand. In future models Ford will play up the role of SYNC, thus, says Mr Graziano, the services offered will evolve over the next 12-24 months as local infrastructure is established.

Cruise control is standard on ST – a key feature missed on both the XR5 and Focus RS limited edition hotrod. Starting and entry is keyless.

Four ST-specific 'Prestige' paint colours are offered plus two colours from the standard Focus range (black and white). Interior upholstery is matched to the external colours. Of course, in typical new car fashion you'll need to pay around $250 for every colour except white!

Ford Australia has also confirmed the Focus ST will be offered with myFord Capped Price Servicing. Under the scheme, the maximum price for a standard 'A' or 'B' logbook service is capped. The company expects to announce the pricing in the coming days.

Pricing for the ST was first announced in August 2012 and Ford says (in the second week of Oct) it already has 500 expressions of interest.

It is powered by a direct-injected 184kW/340Nm version of Ford's EcoBoost 2.0-litre petrol four-cylinder. The DOHC powerplant features independent timing for inlet and exhaust cams and, compared to other EcoBoost applications (such as the Falcon) gets unique intake and exhaust systems and a special calibration.

Peak power is at 5500rpm and the torque plateau stretches from 2000-4500rpm. That translates to full torque at normal highways speeds and above. An overboost function will increase peak torque to 360Nm for periods of up to 15 seconds under full throttle.

In comparison, the XR5's 2.5-litre Volvo-sourced five was rated at 166kW at 6000rpm and 320Nm from 1600-4000rpm. FYI, the current GTI is rated at 155kW/280Nm while Mazda's 3 MPS sits at 190kW and 380Nm.

The ST's engine is will run on 91RON unleaded but is optimised for 95RON, says Ford Australia.

The turbo four is matched to a conventional six-speed manual gearbox and it's a ripper with well-spaced ratios (only sixth is overdriven) and a precise, baulk-free action. Fast changes are eaten up – as an aside the pedal box is just so too.

No autobox or dual-clutch automated manual option is offered (nor is any on the drawing board) which may be an issue for some buyers. This tester is not one of those, however. It's a great pleasure to use such a well engine manual.

Ford Australia's performance claims for the ST place the acceleration time for 0-100km/h at 6.5sec. This compares to 6.9sec (claimed) for manual GTI and 6.1 for the Mazda. Top speed of the Focus ST is 248km/h.

ADR combined-cycle fuel economy for the ST is 7.4L/100km – a substantial improvement on the 166kW five-cylinder XR5's 9.3L/100km.

In chassis terms the ST misses out on the limited edition RS's impressive REVO-knuckle modified front struts, instead using specially tuned conventional Macpherson struts. Rear suspension is independent. Compared to the cooking model Focus ride height is 10mm lower.

One wheel and tyre set-up only is offered. Y-spoked 18-inch alloys are fitted with asymmetric Goodyear Eagle F1 tyres in 235/40 sizing. A space saver spare on a steel rim is used.

The ST's electrically-assisted power steering (EPAS) is one of the high points of the car. It's close to the best EPAS system we've used. Weighting is meaty and it uses a variable ratio steering rack that delivers a very fast 1.75 turns lock to lock.

The EPAS system also features 'Torque Steer Compensation'. This works to counteract one of the bugbears of high-powered front-drivers – the propensity for the front wheels to 'walk' across the road searching for grip under hard acceleration.

The system works well, though you are still aware of the work being done on a hard launch.

Enhanced Torque Vectoring Control (ETVC) is also fitted. The latter employs differential braking to increase traction and combat understeer in a manner that is similar to the GTI's EDL (Electronic Differential Lock).

Like the XR5, engine tunes are a key part of the Focus ST equation. While the XR5 used a 'passive' system to channel certain frequencies of its wonderfully mellifluous engine into the cabin, the Focus ST uses an electronically controlled acoustic channel.

The so-called Sound Symposer allows induction noise to be vented to the cabin when the vehicle is driven in a spirited manner, but limits noise when cruising and using smaller throttle openings. It works – the result is a timbre reminiscent of the old XR's five-cylinder engine but the new car is at the same time quiet and civilised when cruising.

Otherwise it's the same user-friendly hatch packaging of the standard Focus. Key difference is the Recaro front seats. They look great, are supportive and unless you're particularly wide, plenty comfortable too.

See our links above for more on the Focus formula...

The ST's stability control has the option of selecting a more dynamic sport mode. It can also be deactivated – this is not an option in standard Focus models.

Ford makes much ado around the safety systems offered in the new Focus including adaptive cruise control and 'Active City Stop' autonomous braking. Note well, however, these features are only offered as options on the Titanium grade Focus and not ST.

Even 1500 units per year won't trouble the bestseller in the segment and its key competitor, Volkswagen Golf GTI. Volkswagen sells circa 4000 GTIs locally each year and it is without doubt the default hot hatch Down Under. ST will also be matched by some against the Mazda 3 MPS.

Other shoppers may consider Megane RS and (soon) Astra OPC but both these options eschew the practicality of five doors.

Thus we keep coming back to the Golf. ST is the first hot hatch we've driven that goes close to matching the VW in terms of overall polish. Yes it's that good.

Performance from Ford's new hot hatch is strong and thanks to the efforts of the sound specialists, the new EcoBoost four is far from soulless. Indeed, somehow, the unique timbre of the Volvo-sourced five-cylinder engine of its predecessor has been captured. This is a great sounding ride.

And the sound is kept where or rather when you want – when your right foot is buried. Cruising, the ST is as quiet and refined as the standard model Focus from which it's derived.

Though down on power on paper from the likes of the Megane 265 and 3MPS, the EcoBoost 2.0 litre seems to punch above its weight. A fair degree of this muscularity is a result of its fat, linear torque curve.

The car will accelerate smoothly from under 1500rpm in top gear. By the time you've reached 100km/h and 2250rpm it's well into its stride.

The rich seam of torque is matched to good natural grip, meaning the car was deceptively fast in tight going. Over the fabulous Tawonga Gap road it was simply a task of slotting into third and fourth gear and letting the car flow.

ST's unique 1.75 turn lock-to-lock steering means even hairpin corners are negotiated with what seems like a mere flick of the wrist. The variable ratio steering negates any nervousness on-centre and the tiller is also generously weighted -- this means long straight stretches are neither nervous nor tiring.

In the tight stuff the change in steering rate never seems to stray from intuitive. Though there is clearly a substantial change in the ratio from straight ahead to full-lock, at no time did it catch you out. A number of carmakers could take a leaf from Ford's ST songbook – especially in terms of making electronically assisted power steering feel, well... real.

The ST's Recaro front seats feel secure without being uncomfortable but, in typical Ford small car fashion, seem like they could be reset lower. The height adjustment is in an arc around the front of the cushion which means at the seat's lowest setting your knees can feel like they are up around your ears. It's an impression that will fade with familiarity, no doubt.

We also noted the great build and quality feel of the materials within the cabin. ST feels like a car that will keep its rattle and squeak-free status well beyond the warranty period. The mechanicals feel solid and unburstable -- so do the ancillaries.

Praise too for the gearbox, pedal box and driving position. Some cars feel like these factors are the result of a committee, the ST's set-up engenders a natural feeling of connection with the car.

On the road, the ST's chassis is hard to fault. Ride is better than most hot hatches and, indeed, even some stone cold ones. Even roads we know as pockmarked and pimply were easily mastered by the ST with no crashing or bashing. And this is not at the expense of body control -- there's little body roll of which to speak and the ST changes direction smoothly and predictably. There's none of the unsettling 'jiggle' mid direction-change that you get from some cars less accomplished.

If you're getting the impression that we are impressed with the ST then take a prize. In the change from XR5 to ST it seems Ford has kept the best of the old and added another level of civility and real world performance. Even if the new car was slower in a straight line than the old, we'd happily wear the loss given the new Focus flagship's overall excellence. But it's not, so all the benefits come at little or no true costs.

Whether the ST has the goods to take on and beat the Golf GTI or 3 MPS will need to wait for a direct comparison to determine. Meantime with only 100 or so available per month for the foreseeable future, there's little doubt Ford has a sellout on its hands.

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