20 YEARS OF FOCUS
Over the last two decades the Focus has redefined what it means to own a ‘fast Ford’. Let’s look back at some of those sporty models from the past twenty years as we delve into the history of the Focus…
We look back at two decades of one of Ford's finest hatches.
Futuristic. Dynamic. Effortlessly brilliant. The Ford Focus of 1998 was a radical game-changer for the medium car sector, shaking up a market of humdrum hatchbacks with its eager handling, elevated build quality and Ford’s inimitable New Edge styling.
Two decades on, we’ve witnessed the birth of a Mk4 version – another evolution of the original Focus formula: quite simply a world-beating machine.
Launched at the 1998 Geneva Motor Show, the first Focus was mind-blowing as a replacement for the tired old Escort. Yes, the Escort was adequate, but the car that had conquered motorsport and inspired generations to love the Blue Oval was long past its sell-by date.
It was time for change. A new name. A new philosophy.
While the Focus badge signalled a break from the past, its attention to detail reinvigorated Ford’s until-then complacent attitude. Gone was the nondescript Escort styling in favour of sharp lines and trapezoidal lights, a theme echoed into styling cues in the cabin, where ergonomics and finish were notably improved.
But it was under the skin that was most impressive: while a MacPherson strut
front end remained, the rear boasted Control Blade suspension that scored rave reviews for its ride and driver appeal. Even the basic engine – a 1.4-litre, 16-valve Zetec – made the Focus feel alive.
UN-SPORTY
Yet, staggeringly, Ford failed to take advantage of the agile chassis or the brand’s army of Rallye Sport followers. The hottest Focus was a 128bhp two-litre, offered in Zetec trim as the only sign of sporty intent.
It took until March 2002 for that to change. The Focus ST170 was introduced under the Sports Technologies banner, representing fast road rather than motorsport intentions. As such it was a lukewarm rather than fullblown hot hatch, but it packed just enough power and poise to entertain enthusiastic drivers.
Designed by Ford Special Vehicle Engineering, the ST170 boasted stacks of bespoke high-performance parts – including an engine breathed on by Cosworth. The regular 1988cc normally-aspirated Zetec was renamed Duratec ST and equipped with high-compression pistons, big-valve head, variable valve timing, high-lift cams and beefy exhaust manifold. Producing a rev-hungry 171bhp, it was mated to a closeratio six-speed Getrag MT285 transmission geared for respectable performance of 134mph and sub-eight-second 0-to-60.
Its suspension was uprated, the steering was tweaked, there were bigger brakes (300mm front discs; 280mm rears) and 17in multi-spoke alloys.
Yet instead of attracting punters with wild wings and decals, Ford stayed subtle, restricting the ST170 to honeycomb grilles, new headlamps and colour-coded mouldings. A rear spoiler remained on the options list, and five-door hatchbacks and estates were offered alongside the sexier three-door. Still, at least racy Imperial Blue was among the limited range of colours.
The cabin received similar treatment, adding electro-luminescent dials and halfleather sports front seats; leather Recaros were offered in an optional Custom Pack, while a Comfort Pack included climate control and heated windscreen.
Okay, the ST170 was a mainstream model rather than tyre-shredding terrorist, but 13,443 were built before production ceased in summer 2005. And, besides, the hooliganspec Mk1 RS was hot on its heels…
THE RS IS BACK!
In October 2002 SVE revived the Rallye Sport brand from a six-year hiatus to create the first Focus RS. Designed to commemorate Ford’s rallying success, the RS was promoted as ‘the closest you can get to a road-going version of Colin McRae’s Focus World Rally Championship contender.’ It was even developed with assistance from McRae and Carlos Sainz – no wonder it’s revered as one of the finest-handling Fords of all time.
Using a three-door ST170 hatchback as its base, the RS included 521 unique components, many of which were sourced from suppliers to the WRC team.
At its heart was a heavily-reworked Zetec E two-litre engine, renamed the Duratec RS and housing forged pistons, modified head and Garrett GT2560LS turbo to kick out in excess of 212bhp. Top speed was 144mph; 0-to-60mph took 6.4 seconds.
Rather than the ST170’s six-speed, the RS used a regular MTX75 gearbox but reworked with close ratios, shot-peened cogs, AP Racing clutch and Quaife ATB differential to aid traction.
Beefier driveshafts, WRC-width suspension arms, Sachs springs, Brembo four-pot front brake calipers and revised ABS perfected the Mk1’s amazing chassis, with WRC-style OZ alloys stuffed beneath broad wheelarches, mated to rally-look bumpers, side skirts and roof spoiler. Imperial Blue paintwork was standard, with matching blue bulbs in the indicators.
The cockpit was also pretty special,
containing black/blue Sparco-badged bucket seats and steering wheel, with an individually-numbered plaque on the carbon-fibre console. No optional extras were available.
Produced for just one year alongside the regular Focus in Saarlouis, Germany, the RS received minor alterations (including extra stitching on the seat bases and remapped engine management software). In total, 4,501 were built.
TIME FOR AN ASBO
By 2005 the original Focus had made way for the Mk2, an incredibly competent car, if lacking a little of the Mk1’s sparkle or quirky styling.
Ford’s colourful solution was the Mk2 ST, unveiled at February’s Geneva show. Somewhat less specialised than either the ST170 or Mk1 Focus RS, the new machine was nevertheless more powerful and better equipped than ever.
The basis was a regular Focus three/five- door hatchback wearing a muscular bodykit with functional rear spoiler. It was offered in a variety of shades, including rowdy Electric Orange, which led to Jeremy Clarkson calling the car a Focus ASBO.
Normal folk, meanwhile, nicknamed it the ST225, thanks to its 225PS/222bhp, 2522cc five-cylinder engine, boosted by a KKK turbo. Yes, the powerplant was taken from a boring Volvo, but the ST burbled its way to 150mph, hitting 60mph in just 6.5 seconds.
It handled brilliantly too. Although it lacked the RS’s limited-slip differential in its Getrag six-speed gearbox, Ford Team RS tweaked the ST with recalibrated dampers, stiffer springs, thicker rear anti-roll bar, quicker steering, 320mm front brakes and funky 18in alloys.
A selection of three specifications strengthened sales, with the basic ST including plain Recaro front seats and auxiliary gauges on the dashboard. The ST-2 added colour-keyed trim, heated windscreen and xenon headlamps, while the ST-3 gained Ebony leather upholstery and six-disc Sony CD head unit. Loads of options were offered too, including touch-screen sat nav and ST stripe kits.
Official UK deliveries began in January 2006, while November 2007 brought an extra model to the line-up: the ST500, a limited edition (of 500) STs finished in Panther Black with silver stripes along the sides, bonnet, roof and tailgate. Offered as a three- or five-door hatch, each ST500 featured full ST-3 spec plus red leather trim.
The Mk2 Focus received a midlife facelift in January 2008, featuring new headlamps, body styling and revised fascia. September saw Ford officially sanction mountune’s MP260 package – offering 257bhp from its bigger intercooler and remap – but it was soon overshadowed by the Blue Oval’s very own modified ST: the Mk2 RS.
BIGGER, BADDER BROTHER
Appearing in January 2009, the headlinegrabbing RS transformed the three-door ST225 into a fire-breathing super-hatch, boasting 301bhp and the biggest wings we’d seen since Cossies reigned the roads. The wild spoilers and wide arches were matched by bonnet vents and whopping 19in alloy wheels, which wrapped around 336mm front discs and 300mm rears.
A big Borg Warner K16 turbo had been bolted to the ST’s five-cylinder engine, taking top speed to 163mph and
reaching 60mph in just 5.7 seconds. Traction was helped by fancy RevoKnuckle front suspension and a return to the ATB differential inside its M66 gearbox; as before, the Focus RS set new benchmarks for front-wheel-drive handling, and drew a new generation of fans to worship at the Rallye Sport altar.
Recaro bucket seats and an RS steering wheel lifted the cabin above ST trim, while options included part-leather upholstery, Luxury Pack 1 (climate control and key-free entry), and Lux Pack 2 (touch-screen sat nav). Three body colours were offered: Frozen White, Performance Blue and Ultimate Green.
Again, Ford approved mountune upgrades, but this time included the 345bhp MP350 conversion as standard on the factory-built Focus RS500. Available from April 2010, the RS500 was coated in a matt black 3M wrap over Panther Black paintwork, complete with matching black wheels. Sat nav and red leather seats were optional, and there was a numbered plaque on the dashboard: just 101 of the limited-run of 500 were sold in the UK.
RS production ceased in September 2010, and the mainstream Mk2 Focus was killed off in 2011, by which time 22,361 STs had left the Saarlouis assembly lines plus around 11,500 examples of the RS.
THIRD GENERATION
It took until June the following year for a high-performance Mk3 to arrive, when the ST was offered to 40 markets around the world. Faster and more economical than its predecessor, the ST250 (named after its 250PS/247bhp output) had reverted to a four-cylinder engine – now the 1999cc EcoBoost, with Borg-Warner K03 turbo. Maximum speed was 154mph, 60mph was reached in 6.2 seconds, and it could easily keep pace with the outgoing RS.
The ST boasted six-speed manual gearbox, uprated suspension, 320mm front brakes and sharpened steering but in
enthusiasts’ minds it lacked its predecessor’s character: there was no limited-slip differential, no five-cylinder soundtrack and no three-door option. Still, at least the five-door hatch was now joined by a sublime estate. Both types featured a stylish bodykit and 18in alloys, and both were offered in three trim levels: the ST-1 included Recaro front seats and air conditioning, the ST-2 added coloured panels on clothcovered seats, climate control and heated windscreen, while the ST-3 topped the lot with black leather seats, Recaro rear bench, keyless entry and xenon headlamps.
A selection of popular options included the Style Pack (Rado Grey wheels and red brake calipers) and a trendy new colour: Tangerine Scream.
ST production was paused in mid 2014 until a facelifted version arrived the following year, when it was reintroduced as a choice of the previous EcoBoost or oil-burning ST TDCi. Criticisms of the ST’s torque-steer were addressed with revised suspension and recalibrated steering, while there was better-looking front end styling and dashboard. Options now included 19in rims and 335mm front brakes.
The derv-powered ST TDCi was Ford’s first diesel hot hatchback, offering most of the regular model’s benefits – including the taut chassis and Recaro-trimmed cabin – but with 67mpg potential. Yes, the performance deficit was substantial – down to 183bhp, the 135mph top end and 0-60mph time of 8.1 seconds appeared lethargic – but reviewers reckoned it was barely noticeable for day-to-day driving.
Besides, at least it was a proper ST – unlike the ST-Line revealed in June 2016. Pretty much a repackaged Zetec S, the Focus ST-Line was offered as a one-litre (123bhp or 138bhp) or 1.5-litre (148 or 178bhp) EcoBoost petrol, or 1.5-litre (118bhp) or twolitre (148bhp) TDCi.
All were available as hatchback or estate, and automatic transmission was optional. Standard kit included ST bodykit, 17in alloys, sports seats and ST-Line badging.
In stark contrast was the greatest Focus to date, and arguably Ford’s best-ever allrounder: unveiled at 2015 Frankfurt Motor Show was the Mk3 RS, the most hotlyanticipated machine in fast Ford history.
GAME CHANGER
And it was well worth the wait. Boasting a 2.3-litre EcoBoost four-cylinder engine with twin-scroll turbo, the RS produced 345bhp, hitting 165mph and 0-to-60mph in 4.5 seconds. Answering fans’ calls for fourwheel drive, it featured an advanced new system with electronic clutch packs, which allowed 70 per cent of the torque to be taken to the rear axle; four different driving modes allowed the user to choose between Normal, Sport, Track or Drift settings.
In five-door form only, the RS came
with Brembo 350mm brakes, 19in wheels, deeper spoilers, rear wing, Recaro seats and an options list including Luxury Pack, forged rims and shell seats. Colour choice included Frozen White, Stealth Grey, Magnetic, Shadow Black or unique Nitrous Blue.
September 2017 saw the RS Edition released, adding a Quaife limited-slip front differential to the standard spec, along with Nitrous Blue paintwork, matt black roof and carbon fibre cabin goodies. A similar Race Red RS Edition was announced for Christmas; 300 examples were built between February and March 2018.
Ending production on 6 April 2018, the RS went out with a blast: 50 Heritage Editions were assembled, painted Deep Orange and including LSD and mountune FPM375 (370bhp) performance upgrade.
NEXT GENERATION
But that’s not the end of the Focus story. Far from it, indeed.
The incoming Mk4 has been launched with an ST-Line and ST-Line X integral to the range of five-door hatchbacks and estates, offering lowered suspension and 17/18in alloys as standard. With powerplants including a 123bhp three-cylinder EcoBoost and a 179bhp 1.5-litre, it’s likely to be lively – if not a full-fat ST.
For that we’ll need to wait until 2019; yet to be confirmed by Ford, the Mk4 ST may be powered by a heavily-reworked 1.5-litre unit or – more likely – a 2.0 or 2.3-litre EcoBoost; output is expected to exceed 250bhp, weight is due to be reduced and driver focus is predicted to outclass all of its rivals by a massive margin.
It will certainly keep us entertained until the next RS arrives. Neither admitted nor denied by the Blue Oval, reports of a 400bhp four-wheel-drive petrol/electric hybrid appearing in 2020 seem if anything to be an understatement.
What a way to start the next 20 years…