Whoever writes to you loves to drive every type of automobile that exists on this planet. From small cars with about fifty horsepower to supercars to off-road vehicles, even forklifts and dredgers. But there is one type of car that always catches my attention as soon as a new model is presented: the Hot hatch.
This English term indicates the compact cars, the classic two family volumes, but with something more, whether it's an increase in horsepower, a drastic reduction in weight or other solutions, to make them faster and more fun.
These cars they embody the joy of driving, capable of entertaining you 365 days a year.
And the Ford Focus ST has always been one of the Hot Hatches to consider.
The starting point has always been excellent.
The Focus, since its launch in 1998, has stood out for excellent driving dynamics, with sporty versions always at the top for driving involvement and handling.
This fourth generation raises the bar even more, and tries to enter the Olympus of the best Fast Fords.
Like the less extreme rivals, keeps the front-wheel drive, but inherits the 2.3 Ecoboost from the previous Focus RS, but still improved and fixed.
Let's go and discover it together, between highway, countryside and track!
One, indeed, two Focus STs: both petrol and diesel, but not SW
With the third generation, the Ford Focus ST has introduced a new innovation for the sporty versions of the compact of the Blue Oval.
In fact, even one appeared diesel versionpowered by a 2.0 bhp 184 turbodiesel, together with the equally new Station Wagon version.
This latest version, however, was not successful in Italy, while in the UK and other countries it was very popular.
For this reason therefore Ford Italy has decided to market the diesel version, much appreciated in the Bel Paese. On the other hand, there will be no Estate (or “family”), which is still present in the most successful markets.
The "micro-range" ST, therefore, consists of a single body declined with two engines.
On the one hand, we have the 2.3 Ecoboost turbobenzina della nostra proof, engine inherited from Mustang Ecoboost and Focus RS.
On the other hand we have the 2.0 Ecoblue.
This new turbodiesel equipped with a single variable geometry turbine is capable of 190 hp and 400 Nm of torque, coupled only to the 6-speed manual gearbox.
No automatic and no self-locking differential for the "oil" version Ford Hot Hatch, ready to rival the BMW 120d and Volkswagen Golf GTD.
It is finally available only one set-up for the Italian version of the Focus ST, the richest and most equipped, instead of having more trim levels (called ST1, ST2 and ST3) as in England and Germany.
The mechanics of the ST: a very refined picture
As per Ford tradition, the new Focus ST also has some truly refined mechanical solutions and well done.
The engine is the first to follow the now classic rule.
Having said goodbye to the old 2.0 250 bhp, the new Focus ST arrives in a new form the already famous 2.3 Ecoboost, revised and corrected by Ford Performance, the sports division of Ford.
We have already learned about this engine on the Mustang and, above all, on the previous one Focus RS, where it came to 350 CV.
Here, the power is reduced, but it remains at a decidedly high level: 280 hp at 5500 rpm and 420 Nm of torque between 3000 and 4000 rpm.
It is not the highest in the segment (the Civic Type R, for example, reaches 320 hp), but that's enough for one 0-100 km / h in 5.7 seconds and a top speed of 250 km / h. It should be enough?
They are also available four driving modes, which affect many components of the car including the engine, transmission, steering and suspension.
It starts from active, suitable for difficult surfaces, and then move on to Normal, the default one, the Sport, where everything becomes more ready and "bad" and finally the Track. In Track, the Focus ST gets extremely bad, traction control turns off, and the whole car gets stiff and precise.
Furthermore, this engine introduces an "anti-lag" system which debuted on the Performance range supercar, the GT, and was taken to the great series by the F-150 Raptor “Super-Pick-Up”.
This system, active only in Sport and Track modes, leave the drain valve open even gas closed, so keep the turbine always in range, and thus eliminate the turbo lag.
From the point of view of the transmission, however, the Ford Focus ST is available with both a 6-speed manual gearbox with short stroke lever both and with a 7-speed torque converter automatic with steering wheel paddle.
The traction is front only, but the electronic self-locking differential eLSD, assisted by a renewed Torque Vectoring system.
The new Focus ST then it does not adopt a Quaife mechanical differential like little sister Fiesta, but relies on an electronically controlled system that in dry conditions is really effective.
The suspensions are independent on all four wheels, McPherson at the front and double wishbone at the rear, with electronically controlled shock absorbers.
The latest mechanical innovation on the Focus ST is the presence of the the system is rev-matching. This system, also present on some competitors such as the Hyundai i30N, allows a faster and smoother gear change thanks to a automatic shotgun, or the tie of the laps during the climb.
This allows you not to have to "manually" perform the toe-heel, to be faster on the track and in committed driving.
Finally, the steering is 30% more responsive of the already excellent command of the standard Focus, and allows you to do the “lock to lock” maneuver in just two complete turns of the steering wheel, which makes it incredibly direct.
Aesthetics: Human-Centric Design, with very present details Sports
The fastest Fords have always had a rather strong aesthetic, with bright colors and showy aerodynamic appendages (did anyone say Focus RS Mk2 and Mk3?), While this new Focus ST follows the trend started by the little sister Fiesta ST.
The sporty details are there: sporty front and rear bumpers with larger air intakes, rear wing and extractor, side skirts. The aesthetics, however, are no longer excessive and "tacky", but more discreet and less brash.
As regards the colors however it concedes something to ignorance.
In fact, present at the launch there are not only the usual black or red, but Performance Blue and Vulcanic Orange of our test.
Impactful are also the 19-inch wheels that let us glimpse Ford Performance branded red brake calipers, with the double exhaust peeping out on the rear of the Anglo-American compact.
Overall, thea ST does not change the line of the standard Focus, This is good.
The fourth generation of Focus, in fact, is already a car with an openly sporty and aggressive line, a distinctive signature of the new Ford stylistic course, called "Human-Centric Design".
This, as the name suggests, places man's needs at the center, both on the outside, where aesthetics never dominate practicality.
This new stylistic course, with corrections from the Performance department, it does nothing but be emphasized and become even more effective.
The interior: the Recaro seats are the real stars
Inside of, the differences with the normal Focus are few, but present.
The thing that immediately catches the eye can only be there presence of the splendid Recaro seats.
The German company has been supplying seats for Fast Fords since time immemorial, and on every occasion they are always appreciated both for their aesthetics but above all for their capacity of perfectly combine comfort and support when cornering.
The rest of the interior of the Ford Focus ST differs from the normal Focus for the carbon-like internal moldings and for the steering wheel, gearbox and the aforementioned sports seats, with various ST logos (as on the steering wheel) and red contrasting stitching.
Space and ergonomics: sporty driving position, and plenty of space
Recaro seats are not only beautiful, they are also incredibly comfortable, and allow you to have one almost perfect driving position, both for quiet and sporty driving.
The front seats, in fact, is electrically adjustable as standard, allows you to sew on a low, relaxed and almost flawless position.
The only flaw in this picture is the steering wheel (adjustable in height and depth) which, even when it is at maximum height, remains slightly recessed, creating a bit of a hindrance for the taller ones.
In any case the position it takes is enviable, comfortable for both the tallest and the smallest.
For passengers, however, the space to which the less thrust Focus has accustomed us remains, with one good rear habitability and a trunk not at the top of the category for cubage (375 liters), but regular and well usable.
The technology: Sync 3, Hotspot and a great Head Up Display
From a technological point of view, the level is the same as the bourgeois sisters of the Focus range, i.e. very high.
In fact, the Sync 3 infotainment system with an 8-inch screen is standard.
We know the system well by now, it is very tested, reliable and simple to use even on the move, and it integrates very well Android Auto and Apple CarPlay. The Sync system can also count on675W B&O stereo system and 10 speakers, standard on the ST.
The Ford Pass Connect. This system uses a 4G LTE SIM installed in the car and provided by Vodafone, which allows you to take advantage of various functions.
For example, Hotspot is available to connect up to 10 devices to a Wi-Fi network, free for the first 3 months and then “restockable” through a subscription with the English operator. There are also apps to be used on the phone for streaming music or web radio and for real-time communication of traffic.
It is also possible view some parameters of the car (such as fuel level and location) dall’app Ford Pass per Android e iOS, and also you can set some features remotely, such as air conditioning or engine ignition (the latter, however, only with automatic transmission).
Finally, l’Head-Up Display, albeit made with a retractable plastic "flap" and not projected directly on the screen, it is among the best tested.
Bright, easy to read and with a lot of information, it reproduces both the speed limits and the navigation pictograms (only that of the standard navigator), as well as the settings of the ADAS. For immediacy and functionality it is really the benchmarking for generalist brands.
ADAS: even without the Co-Pilot system, assistants present and very well calibrated
Speaking of on-board technology, we cannot fail to mention the driver assistance systems.
As mentioned, the Ford Focus ST brought from the Blue Oval in Italy is practically Full Optional, and in fact on all STs there are the most advanced driving systems available on the Focus.
Blind spot sensor, automatic emergency braking, lane maintainer and adaptive cruise control are standard, as well as automatic headlights (full LED), reversing camera and front and rear parking sensors and Park Assist. .
These systems are really well tuned, they are never abrupt and are a real help on long journeys.
If you choose a Ford Focus ST with automatic transmission, however, the Co-Pilot system.
This, in addition to the other systems already standard, adds the possibility of adaptive cruise control to reach 0 km / h and the Traffic Jam Assist.
This system allows the car to advance, steer and brake on its own in heavy traffic conditions.
I have not yet had the opportunity to test the complete Co-Pilot system, but judging by the goodness of the "base" system it will certainly be very valid.
The guide: how to go in "Cumenda" and "Hooligan" mode
Finally, let's talk about driving.
The Italian launch of the fourth generation Ford Focus ST took place between Milan and the province of Pavia, where we were able to put the car to the test on the motorway, in small city stretches, on very clear country roads and even in a short detour in track.
Let's see together how she behaved in quiet mode ("Cumenda") and pulling her neck ("Hooligan"), but I give you a clue: very well.
Quiet guide: capable of being polite (and ignorant)
The departure from Milan-Famagusta immediately threw us into an environment where the Ford Focus ST knows how to play its cards: the highway.
A Hot Hatch in this segment, in fact, must not only be a car capable of thrilling on roads full of curves. A sports compact, in fact, is often chosen as the only car, the one to use every day also for the commute from home to work.
Focus in this area she manages to be very polite and not at all extreme, indeed, almost submissive.
The 2.3 Ecoboost in sixth at 130 km / h sleeps slyly a 2700 laps, and the exhaust in Normal mode is heard in the passenger compartment, but does not dull the occupants.
The highway experience is definitely relaxing, also thanks to the presence of ADAS which, as mentioned, are really well calibrated.
The combination of Adaptive Cruise Control, Lane Keeping Assist and distance maintainer makes the Focus ST a decent one grinder, with decidedly interesting consumption.
And when you need it, even in Normal, torque and power are always ready, able to complete an overtaking in a few moments.
In the city, on the other hand, the clutch is not excessively hard, the brakes are well modulated and the engine, smooth in delivery in Normal make her a travel companion with whom it is relatively easy to experience the urban jungle.
The suspension in Normal is also relatively soft.
It's definitely stiffer than any other Focus, but in the softer setting the suspension makes everyday driving doable.
There is also a really appreciable gem. The automatic shotgun, active in Sport and Track, is also active in Active, that is the one for difficult funds.
Ford rightly thought that a smoother gear shift can be a big help in the wet: a really great idea!
Obviously, expect to get noticed, even if not too much. Between the Orange Fury color and the exhaust note it is not as discreet as a Golf GTI, but not as exaggerated as a Civic Type R. It is a middle ground that does not leave indifferent.
[But now, the real guide: with her it is still possible to have fun on the road!
As soon as you left the motorway and passed some villages in the Oltrepò Pavese, there was only one thing to do: look for the Drive Modes button.
Thankfully, Ford has thought of that, and has thenstalled a small Sport button on the steering wheel spoke, perfect shortcut to trigger Sport mode without wasting time.
Sport mode stiffens the shock absorbers, opens the exhaust valves and activates the automatic double shot.
But the biggest addition it brings to the Focus ST is activation of the anti-lag system.
I'm not going to explain the theory further, but I'll give you a practical example.
I did a test that I always do, that is “Telegraphing” with the accelerator at constant speed in third gear.
This is usually done for control the response delay in the thrust, or the lag, of an engine.
In Normal, there is lag, and also quite present (it is perfectly normal, being a turbo petrol with a decidedly high displacement). Once in Sport, however, the answer is almost instantaneous, much more like a naturally aspirated than a turbo.
In contrast to an aspirate, here the thrust "chestnut" that is received is really very strong: such an immediate response from the engine is addictive.
But the best thing about this Focus ST is that it is unlike some rivals it is never "too much" for the street.
Let's be clear: 280 hp are not few. The 0-100 with the excellent Launch Control is covered in less than 6 seconds (5.7), and the top speed is 250 km / h.
This power, however, is not excessive, and allows you to have a lot of fun on the road.
Merit is also of a truly exceptional frame.
Stiff, precise, thanks to the independent rear suspension the Focus is always stable and precise.
The steering is another great asset of this car. Although he does not shine for communicativeness, his precision and sincerity are truly commendable, and they help to brush the trajectories and to send the car exactly where you want.
Road understeer is practically non-existent, and the rear is always precise and stable.
She's not as naughty and tail happy as her little sister Fiesta ST, but the stability in fast mixed and big corners is truly amazing.
even the cultural, , while not at the level of perfection of the Honda Civic Type R, it has dry and precise grafts even if slightly contrasted, and the toe-heel (feasible "manually" only in Normal mode) is a pleasure to do, thanks to the perfectly positioned pedals.
The Focus ST is mature and finished like a Golf GTI, but compared to the German does not sacrifice driving fun to achieve this result.
It's not even as fast and extreme as the Civic Type R, but allows you to have fun even without a knife between your teeth, without jumping too much on the holes and without feeling the need to jump on the track.
Special mention for the sound: it incorporates the great qualities of the previous generation Focus RS, such as the bursts of the exhaust during release and during gear changes, both in Sport and Normal is always a pleasant travel companion.
On the track: Very good brakes and steering, differential… postponed
After having a good time (but not overdoing it) on the road, Ford decided to give us the chance to whip their new Focus ST.
To do so, he allowed us to have the Motodrome of Castelletto di Branduzzo everything for us.
As the name suggests, the Castelletto Motodrome it's a narrow, winding and very, very technical track.
A perfect proving ground to test the Focus ST's ability to adapt to tight mixed conditions and to see how it puts all the power of the engine and brakes on the ground.
Once on the track, the first thing that catches the eye - indeed, the foot - is the presence of Rev Matching. Once the Sport or Track mode has been entered, in fact, the automatic shotgun comes into operation.
If on the road the double win is a technique that gives great satisfaction, on the track you need a good handle to be able to master it and at the same time modulate the braking well.
Il Rev-Matching thus allows you not to have to worry about engine revolutions, and also offers more precise and gentle braking thanks to much more precise gear changes.
Speaking of the brakes, on the road they are practically free from defects, and even on the track they do not lend themselves to criticism.
The power of the plant is very considerable, with the stock system for the Italian market (the Performance) which is even more powerful than that of the previous Focus RS.
There are 330 mm of front brakes with fixed two-piston calipers.
It never gives any signs of abating, and even after ten really intense laps the fading doesn't knock on the door. Even the modulation of the pedal is excellent, which allows you to make really strong braking with an effort that is all in all contained.
The steering and chassis are confirmed to be really good, while the electronically controlled suspension in Sport is decidedly stiff for our "B-Roads" (aka secondary state roads), but on the track they limit roll and pitch to levels close to zero .
However, what did not convince 100% is the electronic limited slip differential.
On the road, eLSD is practically perfect: It "pulls in" the nose even at high gas pressures, thanks also to the action of Torque Vectoring, and does not return abrupt reactions on the steering typical of mechanical self-locking differentials.
On the track, however, it does not always manage to limit slippage and understeer, which even without exaggerating appears with steering angles and open throttle percentages that are not excessive.
It is not a track day animal like a Civic Type R can be, but on the track you can have fun and enjoy a lot of satisfaction.
Consumption and prices: both not low but affordable
The arrive sore notes... wait, but I really am?
In fact, the price is in line with its rivals.
The Ford Focus ST “mini range” starts at 38 500 euros.
The version we tested, the Focus ST 2.3 Ecoboost 285 CV with manual gearbox and Vulcanic Orange color, has a list price of 39 600 euro. The diesel version, on the other hand, starts at 39 100 euros, while petrol with automatic transmission is not yet available in Italy, but can be ordered at a price of around 41 thousand euros.
The thing that makes the news of the price much less painful, however, is the discounts.
Already on the Ford configurator (by clicking here you can go to configure your Focus ST) in fact a discount of almost 5 thousand euros is made on the list price in the face of a possible exchange or scrapping, which can be increased in the concessionaire.
In this way, the Focus ST starts at around 33 thousand euros, definitely interesting considering the performance offered!
As regards the consumption, on the other hand, yeswe hope to be able to try it more thoroughly, given the few km made with her.
However, we report the average consumption obtained in the approximately 100 km traveled in our day with her.
On the motorway at 130 km / h it is possible to do 14/15 km / l, in the city it is about 10 while on the track, of course, it consumes much more, as it should be.
In any case, our average between the city, a lot of motorway, a very happy state road and the track is 11 km / l.
It seems like a lot, but counting the laps on the track it is proposed as a relatively cheap car, capable of reaching even 13 km / l.
Conclusions: for quality / price / fun on the road, in the top 3 of the best Hot Hatches
After a day spent in the company of the Ford Focus ST, I come home really impressed.
This sporty compact has its flaws, like any car.
The driving position is a bit strange for the tallest, and requires a period of study. The electronic differential on the track shows its limits, and it is not as naughty as its little sister Fiesta, it is more mature and refined.
What surprised me, however, is that with her it is possible to have fun every day.
You don't need to go to the track or travel at license withdrawal speeds to be able to put a stupid smile on your face.
Thanks to the steering, the chassis and the smoothness of the engine, with the Focus ST you have a lot of fun even on the commute from home to work.
It is not the best of the Hot Hatches, but it undoubtedly finds its place in the Top 3, and it is dheir to the Fast Ford tradition started in 1964 with the famous GT40 and still thriving after more than 50 years.
If you are looking for a sports car that is liveable every day and always fun ... she may be the car for you.
[
