With that said, let me get something out of the way first.
The Ford Focus ST only comes in manual trim. That means they’ve given you absolute control over your shifts and the gears you’re in, and at the same time, letting you have the car for less than what you’d have to pay if they had an automatic variant.
So on that count, the ST already loses out to the DSG (VW’s dual-clutch box)-ed mk6 Golf GTI.
Some people blame it on the traffic situations or how traffic lights are placed so near each other, it doesn’t make sense for one to own a fashion accessory like a Ferrari or a Lamborghini in Singapore, let alone someone burdened to manually shift his car up three swaps before slotting it back to first repeatedly.
Maybe it doesn’t appeal to that particular practical issue that seems to crop up in every “Manual vs Automatic” debate, but some brands and owners have acknowledged that stick shifts will always remain the choice of enthusiasts.
You’ve got the everyday manufacturers like Honda allowing only a manual option for their highly successful Civic Type R and S2000, the more track focused Lotus’s and then you’ve even got the elegant and mature Aston Martin offering their potent Vantage V12 in only manual trim.
So by offering the Focus ST only in manual, it is clear (and downright unfortunate) that Ford were appealing to very clear market - the driving enthusiasts.
The Ford Focus ST only comes in manual trim. That means they’ve given you absolute control over your shifts and the gears you’re in, and at the same time, letting you have the car for less than what you’d have to pay if they had an automatic variant.
So on that count, the ST already loses out to the DSG (VW’s dual-clutch box)-ed mk6 Golf GTI.
Some people blame it on the traffic situations or how traffic lights are placed so near each other, it doesn’t make sense for one to own a fashion accessory like a Ferrari or a Lamborghini in Singapore, let alone someone burdened to manually shift his car up three swaps before slotting it back to first repeatedly.
Maybe it doesn’t appeal to that particular practical issue that seems to crop up in every “Manual vs Automatic” debate, but some brands and owners have acknowledged that stick shifts will always remain the choice of enthusiasts.
You’ve got the everyday manufacturers like Honda allowing only a manual option for their highly successful Civic Type R and S2000, the more track focused Lotus’s and then you’ve even got the elegant and mature Aston Martin offering their potent Vantage V12 in only manual trim.
So by offering the Focus ST only in manual, it is clear (and downright unfortunate) that Ford were appealing to very clear market - the driving enthusiasts.
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Exterior
Even before I could get behind the wheel, I found some trouble getting past admiring the harmonious incisions on the front, with the subtle bodykit outlining the car and balancing out the bulges from the wheel flares.
You’d have to be blind to not be able in telling the souped-up ST apart from its lesser Focus siblings.
A larger gaping front bumper with a predictable wide, wire-meshed intake entry guards the front with an incision cut behind the foggies to help keep the air flowing over the tyres and brakes and into the engine as well.
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The redesigned headlamps that came with the car’s planned facelift last year gives the focus a more purposeful look than what the previous design could never muster. To differentiate it from the normal Focus further, they’ve gone and blacked the lights out on the inside, making the projector bulge and the indicator stand out brilliantly at stand still. The grill between them has been trimmed as well.
At the rear things get less curvy, with straight lines dominating in ruler fashion with the top of the hatch plunging once and then again straight down. No complaints really. Ford has had the design on their Focus hatch for some time now and just like how I was appalled with the twin bug-eyed E-Class years ago, like everyone else, I’ve got used to it.
Acknowledging its sportier appeal, the ST gets a really sweet grey plastic diffuser set under the bumper, housing the dual pipes neatly on each side.
Then you have those gorgeous 18-inch alloy wheels that I assume the designers took inspiration from Lamborghini’s first generation Gallardo.
ST badges find their places just behind the front wheel arches (shrouded in chrome which I strangely don’t find tacky) and at the rear of the car.
No overkill on anything, the Focus ST seems to have stuck with a very safe formula design wise, improving small portions of it that changes the demeanour of the car, yet keeping the car’s distinct outline.
Interior
Once you’re inside and you’ve shut the door next to you, a sense of normality sinks in.
Maybe it’s the ordinary centre console? The fabric seats even? Or is it the functionless steering wheel that exudes the boring sedan vibe?
But how is any of this even possible with the centre console covered in carbon fibre, the fantastic seats (that are two-toned, with one colour matching that of the body’s) being supplied from racing specialists Recaro, and the steering wrapped in taut leather with ‘ST’ engraved at the bottom.
Gauges, air conditioning vents and driver controls have been outlined in grey plastic - contributing to the sedated normal feel.
At the rear things get less curvy, with straight lines dominating in ruler fashion with the top of the hatch plunging once and then again straight down. No complaints really. Ford has had the design on their Focus hatch for some time now and just like how I was appalled with the twin bug-eyed E-Class years ago, like everyone else, I’ve got used to it.
Acknowledging its sportier appeal, the ST gets a really sweet grey plastic diffuser set under the bumper, housing the dual pipes neatly on each side.
Then you have those gorgeous 18-inch alloy wheels that I assume the designers took inspiration from Lamborghini’s first generation Gallardo.
ST badges find their places just behind the front wheel arches (shrouded in chrome which I strangely don’t find tacky) and at the rear of the car.
No overkill on anything, the Focus ST seems to have stuck with a very safe formula design wise, improving small portions of it that changes the demeanour of the car, yet keeping the car’s distinct outline.
Interior
Once you’re inside and you’ve shut the door next to you, a sense of normality sinks in.
Maybe it’s the ordinary centre console? The fabric seats even? Or is it the functionless steering wheel that exudes the boring sedan vibe?
But how is any of this even possible with the centre console covered in carbon fibre, the fantastic seats (that are two-toned, with one colour matching that of the body’s) being supplied from racing specialists Recaro, and the steering wrapped in taut leather with ‘ST’ engraved at the bottom.
Gauges, air conditioning vents and driver controls have been outlined in grey plastic - contributing to the sedated normal feel.
Unique on the ST, something which I and I’m sure many others will dig, are the set of three mini gauges that sit on top of the centre console and faced towards the driver. Surely you’re oil temperature readings would be useful but what most will find very satisfying is the turbo boost gauge. Why? I’ll explain that later in the next section.
At the back, rear seating isn’t any different from the other hatches on the market– with three adults being able to squeeze themselves in over medium distances. If you’re looking to travel in comfort, leave it to inviting two people to populate the rear.
This is marginally longer, wider and taller than VW’s GTI though (4357x1839x1497 vs 4213x1786x1501), so you’d probably be more comfortable in the Focus.
Driving Impressions
Unlike the other cars on the market, Ford has supplied the proud owner of the ST a smart key whereby on top of performing their locking and unlocking duties aren’t needed in waking the engine up from its slumber.
For that, you’ve got the ‘FORD POWER’ button sitting behind the manual box, propped up on a sea of carbon fibre, setting the tone for the mechanical whines and cries that have come to life only to serve you and your need for speed and pleasure.
Such deep and bassy tones. I’ve only heard them while blimping down in the GTI.
Depressing the pedal a few times and you get slightly disappointed by the less aggressive music the engine seems to be playing than when it first started up.
Signal your intention in moving off (always remember to signal guys), disengage the clutch, slot the gear into first and enjoy the silky transition of the clutch matching the rotational power of the engine plate.
Not wanting to start tearing up the tarmac immediately, I decided instead to take things slow and get to know the ST a little better by driving it around in an economical fashion. The first thing you start noticing is how easy and seamless the shifts are to make, and then how steering feel is generous with feedback from the wheels, but still allowing you to turn the wheel with one hand.
To keep the formula simple, the ST doesn’t come with options that electronically adjust the car’s character to suit yours (read: VW’s Dynamic Chassis Control) so the suspension has been setup as it would on any performance car that will be used as a means of daily transport; Just right.
At the back, rear seating isn’t any different from the other hatches on the market– with three adults being able to squeeze themselves in over medium distances. If you’re looking to travel in comfort, leave it to inviting two people to populate the rear.
This is marginally longer, wider and taller than VW’s GTI though (4357x1839x1497 vs 4213x1786x1501), so you’d probably be more comfortable in the Focus.
Driving Impressions
Unlike the other cars on the market, Ford has supplied the proud owner of the ST a smart key whereby on top of performing their locking and unlocking duties aren’t needed in waking the engine up from its slumber.
For that, you’ve got the ‘FORD POWER’ button sitting behind the manual box, propped up on a sea of carbon fibre, setting the tone for the mechanical whines and cries that have come to life only to serve you and your need for speed and pleasure.
Such deep and bassy tones. I’ve only heard them while blimping down in the GTI.
Depressing the pedal a few times and you get slightly disappointed by the less aggressive music the engine seems to be playing than when it first started up.
Signal your intention in moving off (always remember to signal guys), disengage the clutch, slot the gear into first and enjoy the silky transition of the clutch matching the rotational power of the engine plate.
Not wanting to start tearing up the tarmac immediately, I decided instead to take things slow and get to know the ST a little better by driving it around in an economical fashion. The first thing you start noticing is how easy and seamless the shifts are to make, and then how steering feel is generous with feedback from the wheels, but still allowing you to turn the wheel with one hand.
To keep the formula simple, the ST doesn’t come with options that electronically adjust the car’s character to suit yours (read: VW’s Dynamic Chassis Control) so the suspension has been setup as it would on any performance car that will be used as a means of daily transport; Just right.
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So it’s easy to drive and it’s practical. Time for the next step.
Coming back to where I started, the nearly flat road runs for at least half a kilometer. I got it in first, kept my revs at 3,000 rpm and threw the clutch. Helped by the rain, the front-wheel driven ST’s tyres spun for a second before the electronics took over and got the racket under control.
I was on my way, up second, and then third, fourth…I was flying and the burbling sound from the engine that resonated in the cabin spurred me on in keeping my foot planted. All my short and sharp shift motions accompanied by the furious fluctuations of the needle housed in the turbo boost gauge exaggerated the whole experience of trouncing the 2.5-litre turbocharged engine that manages 225hp at 6,000rpm and maximum twist of 320Nm from as low as 1,600rpm.
For those having the need for a spirited drive and with substantial experience in handling a FWD car, I would suggest turning the ESP off. If you do, you’d be rewarded by the torque-y engine getting the front tyres to chirp in first, second and just a little in third.
Truly, a beautiful driving experience.
Coming back to where I started, the nearly flat road runs for at least half a kilometer. I got it in first, kept my revs at 3,000 rpm and threw the clutch. Helped by the rain, the front-wheel driven ST’s tyres spun for a second before the electronics took over and got the racket under control.
I was on my way, up second, and then third, fourth…I was flying and the burbling sound from the engine that resonated in the cabin spurred me on in keeping my foot planted. All my short and sharp shift motions accompanied by the furious fluctuations of the needle housed in the turbo boost gauge exaggerated the whole experience of trouncing the 2.5-litre turbocharged engine that manages 225hp at 6,000rpm and maximum twist of 320Nm from as low as 1,600rpm.
For those having the need for a spirited drive and with substantial experience in handling a FWD car, I would suggest turning the ESP off. If you do, you’d be rewarded by the torque-y engine getting the front tyres to chirp in first, second and just a little in third.
Truly, a beautiful driving experience.
Should you buy it?
I would. In a heartbeat even. And you should too.
After taking the ST out, it’s easy to see how it and the GTI should never be compared in any serious arguments.
The GTI has obviously carved itself out an image of being the quintessential hot hatch and moved up market with the technology it offers and the materials used($150,800 as of 25 Mar 2010) while the ST ($123,999 as of 25 Mar 2010) doesn’t disappoint with its own package, even though it feels a notch down from the German.
Yet, I know I’d pick the ST any day. It feels like nothing special but once you’ve got the engine moving and you’re speeding down a straight or through corners, you suddenly come to understand why you’d taken a stick. It makes you feel that much closer to the car than any fast-shifting automatic could.
Still not convinced about the ST? Then I’d like to suggest the Ford Focus RS.
At $160,999, the RS seems to be a spoken myth here but with two specially ordered and delivered, the 305bhp and 402Nm torque monster utilizes the same engine in the ST but manages to do the century sprint below 6 seconds.
I would. In a heartbeat even. And you should too.
After taking the ST out, it’s easy to see how it and the GTI should never be compared in any serious arguments.
The GTI has obviously carved itself out an image of being the quintessential hot hatch and moved up market with the technology it offers and the materials used($150,800 as of 25 Mar 2010) while the ST ($123,999 as of 25 Mar 2010) doesn’t disappoint with its own package, even though it feels a notch down from the German.
Yet, I know I’d pick the ST any day. It feels like nothing special but once you’ve got the engine moving and you’re speeding down a straight or through corners, you suddenly come to understand why you’d taken a stick. It makes you feel that much closer to the car than any fast-shifting automatic could.
Still not convinced about the ST? Then I’d like to suggest the Ford Focus RS.
At $160,999, the RS seems to be a spoken myth here but with two specially ordered and delivered, the 305bhp and 402Nm torque monster utilizes the same engine in the ST but manages to do the century sprint below 6 seconds.
