Is the Ford Focus RS the greatest hatch on Earth?
FORD is back on the high-performance warpath with the Focus RS – an all-wheel-drive turbo hotshot kicking off from an ultra-competitive $50,990 plus on-road costs.
But forget about the Blue Oval chasing down the Volkswagen Golf R and Subaru WRX STi, because this German-engineered weapon is trying to reel in the really big fish in the uber-hot hatch pool, with names like Audi RS3 and Mercedes-AMG A45 4Matic on their targeted rump.
Is Ford dreaming, or is the Focus RS that special?
From a collectability point of view, very probably yes. Only around 1000 will ever make it to Australia, in two batches, and with that lower-than-anticipated pricing, combined with breathless critical acclaim as well as the infamy of shock-jock tut-tutting “hoon” Drift Mode tyre-smoking system to boost its cool status, the stage is set for an instant sell-out. And a bona fide future classic to boot.
And, certainly, there is much to whet appetites looking at the Euro Ford’s specification, headlined by the 2.3-litre four-cylinder turbocharged engine nicked (more or less) from the popular Mustang EcoBoost. With a bit of fettling from the geniuses at Cosworth Engineering…
Fitted sideways instead of lengthways, the RS’ peak power is a heady 257kW at 6000rpm and 440Nm of torque between 1600-5000rpm, with the latter output rising to 470Nm for 15 seconds with an overboost function. Result? How about zero to 100km/h in just 4.7 seconds, on the way to a 266km/h V-max?
In context of the aforementioned rivals, that’s 1.2s faster than the previous-gen RS sold in Australia in 2010, 0.2s and 0.5s quicker than the 221kW/407Nm Subaru WRX STI and 206kW/380Nm VW Golf R manual respectively, though 0.4s behind the 270kW/465Nm Audi RS3 and 0.5s shy of the 280kW/475Nm Mercedes A45 scorcher’s 4.4s outcome.
On the flipside, a 7.7 litres per 100km combined average rating is apparently achievable, equating to 175g of CO2 per kilometre, aided by 98 RON premium unleaded-saving idle-stop. Just in case you’re interested.
For the extra 24kW and 38Nm over the Mustang, Cosworth didn’t simply retard the wastegate; it remanufactured the cylinder head, fitting a bigger turbo and intercooler, upping boost pressure to 23.3psi. Additionally, a higher flow induction system helps get more air in while a big-bore exhaust on the other side of combustion assists getting waste out. An electronically controlled valve adds “distinctive burbles and pops that are an RS signature,” according to Ford. A beefed-up cooling system includes a larger radiator.
And then, of course, there is the all-wheel drive system, a feature made possible within the Focus’ architecture thanks to the related Volvo V40’s need for such traction enhancing devices up in Scandinavia, and the reason why the RS has abandoned the previous two generations’ advanced front end differentials that helped quell torque steer. Basically, AWD gave Ford license to lose their heads with power and torque.
Supplied by British automotive components specialists GKN, its rear-drive biased module uses twin clutches that can apply drive to one or both wheels independently, enabling DTV Dynamic Torque Vectoring functionality (channelling drive to whichever individual wheel/s can best use the traction). When engaged, the AWD system’s rear wheels drive faster than the front.
Along with a six-speed manual (no auto or dual-clutch nonsense for this Blue Collar brand, which is so eager to bury Powershift for some reason…), Focus features four drive modes – Normal, Sport, Track, and sideways-inducing rear-drive Drift. Each is self-explanatory, though the latter will allow AWD and traction to intervene if/when the lout behind the wheel runs out of talent.
Indeed, there’s been plenty of platform modification going on to help keep the Ford going in the direction intended, with the aforementioned DTV, retuned sport suspension, Focus-first adjustable dampers, as well as a substantially altered multi-link rear brandishing a near-straight anti-roll bar and far-larger brakes – unique Brembo callipers incorporating 350 x 25mm vented discs up front and 302 x 11mm solid discs out back.
Inside, the usual extra gauges and body-hugging Recaro front seats are fitted (though this also means the RS loses the side airbags fitted to the regular items. And speaking of items, standard kit includes bi-Xenon HID with LED daytime running lights, keyless entry/start, alarm, an 8.0-inch touchscreen, Bluetooth phone and audio streaming, sat-nav, a rear-view camera, dual-zone climate control, and cruise control with speed limiter.
Finally, for an extra $2500, there is a Performance Wheel Pack that switches the regular 19-inch multi-spoke alloys for a lighter set of forged rims finished in a satin black hue and ensconced in Michelin Pilot Sport Cup 2 rubber instead of the regular non-Cup 2 rubber from the same manufacturer. This saves almost 1kg of unsprung weight per corner, for slightly better alacrity.
Blisteringly quick, toweringly stable, crushingly dynamic… the Focus RS really has democratised the European uber-hot hatch in a way that has never really managed before.
Ford truly has pushed the genre into fresh stratospheric frontiers – don’t you agree?