If you’re a Ford Focus, naturally you want to be an RS: sizzling 350-horse 2.3-liter turbo four, all-wheel drive with dynamic torque vectoring, 19-inch forged-alloy wheels, the bragging rights of a standard Drift mode, and the breathless attention of everyone from auto journalists to such rivals as the Volkswagen Golf R and the Subaru WRX STi. You’re the star, the headliner, the one everyone wants to meet and hang with in the VIP room.
Which is to say, if you’re a 2016 Ford Focus ST, you live your life in a big shadow.
On paper, Ford’s second-tier hot hatch seems doomed to live out its days being outgunned and out-praised by its more potent sibling. But numbers on paper don’t always tell the real story. Is a giant, stadium-ready guitar amp “better” than a smaller one optimized for the recording studio? Is a 12-ounce rib-eye “better” than a 6-ounce filet mignon? Is an imposing fixed-blade KA-BAR knife better than a neatly folding Spyderco?
True, with “only” a 252-horse 2.0-liter turbo four, a front-drive chassis, and smaller 18-inch alloy wheels wearing optional high-performance all-season rubber, the ST comes up short in a specs comparo. But make no mistake: the ST stands on its own very well indeed. It’s just as well-sorted, sports essentially the same dashing bodywork and sporty cockpit, and starts with a base sticker that undercuts the RS by roughly $10,000. Hmmmm…suddenly that “shadow” seems to be fading a bit.
As soon as I got behind the wheel of a 2016 Focus ST, I was happy. For one thing, my test car was dressed in optional “Tangerine Scream” orange paint ($595) and—hell, yeah!—a pair of black racing stripes ($495) running the car’s entire length. Try and pretend you don’t like racing stripes. Go on, try. When you see those streaks of black warpaint as you climb aboard, your pulse picks right up, your fingers quicken as they reach for the pushbutton starter, and your right foot begins to twitch. You’re having fun behind the wheel and you haven’t even moved an inch.
Once settled aboard, I began to notice—and appreciate—other welcome touches. The driver’s seat is a racy design with deep side bolsters and plenty of “hug.” The steering wheel is a fat three-spoke unit that feels great in your hands—and tilts and telescopes into perfect position. The shift knob and other interior bits are trimmed in carbon-fiber accents, part of a $4995 options package that includes dual-zone climate control, an 8-way power driver’s seat and heated fronts, bi-Xenon headlights, heated mirrors and steering wheel, and voice-activated navigation with SiriusXM traffic and premium Sony audio. Then I noticed the cool aluminum pedals. Those are standard.
Out on the road, the ST feels more performance-focused than the Mk6 VW GTI I’ve owned for a few years. The ride is noticeably firmer, the electric power-assisted steering a tad heavier, the engine louder and more insistent than the VeeDub’s 2.0-liter turbo. I could make a case that the GTI is the more refined machine, probably the better all-around daily driver. But the ST…well, it has those racing stripes. This is a car clearly prioritized for running hard.
Charging uphill on a favorite mountain two-lane, the turbo whistling with boost and the chassis tight and eager, the ST at last felt completely in its element. The six-speed manual shifter (the only transmission available) rows neat and secure, aided by pedals well-placed for heel-and-toe downshifting. Like the GTI, the Focus ST puts down its power without slipping or otherwise breaking traction—pretty commendable given the Ford’s 52-hp edge over my GTI. It’s easy to get into a rhythm with this car: the controls are nicely balanced, the power spools up progressively, the chassis responds as if it’s listening to your brain (“you want to tighten the cornering arc? No problem, here you go”). A trio of gauges on top of the dash allows you to monitor oil temp, turbo boost, and oil pressure—a thoughtful dose of peace of mind when you’re sweating yourself.
And here’s where the ST starts to get interesting. In some ways, simply because of its super-advanced all-wheel-drive system, the RS is less exciting to drive in the real world. Sure, it’s really fast. But is fast all there is to enjoying a car on mountain road? Is gunning a Lamborghini Aventador at half of its capabilities more fun than pushing a Mazda Miata closer to its limits? Think hard and be honest before you answer.
Personally, I’d say that without a racetrack (where it’s actually possible to explore a car’s limits), what you’re most looking for isn’t ultimate speed—but ultimate synchronicity with your machine. The Focus ST feels lighter on its feet than the RS and a little less grippy in the turns—but probably the more fun because of that. You can feel it dancing a bit, steering inputs have more effect (instead of the chassis being completely glued-down), your driving technique matters a little more. And as for the ST’s near 100-horsepower power deficit compared with the RS…again, speed matters when you’re driving to put food on the table. When you’re out there to enjoy yourself, playing on public byways, the far more rewarding virtues are balance and “feel.”
I had a blast playing mountain-shredder in the ST. In fact, if I were buying a new hot hatch today, I’d be making a big mistake not to consider this “second-tier” Focus. It’s sort of like how they say it is in the movies. The big stars get all the attention, but the B-players have all the fun. To me, the ST isn’t in a shadow. It’s stands in a spotlight all its own.
2016 Ford Focus ST Specifications
| On Sale: | Now |
| Price: | $23,500/$31,910 (base/as-tested) |
| Engine: | 2.0L turbocharged DOHC 16-valve I-4/252 hp @ 5,500 rpm, 270 lb-ft @ 2,500 rpm |
| Transmission: | 6-speed manual |
| Layout: | 4-door, 5-passenger, front-engine, FWD hatchback |
| EPA Mileage: | 22/31 mpg (city/hwy) |
| L x W x H: | 171.7 x 71.8 x 57.9 in |
| Wheelbase: | 104.3 in |
| Weight: | 3,200 lb |
| 0-60 MPH: | 6.3 sec |
| Top Speed: | 154 mph (est) |
The post One Week With: 2016 Ford Focus ST appeared first on Automobile Magazine.
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