Ford Focus ST-3

The new Ford Focus ST is one of the most eagerly anticipated hot hatches of the decade. Following in the wheel tracks of a stellar line-up of high-performance Fords, it’s been tasked with booting the VW Golf GTI off its place at the top of the pocket-rocket pecking order. So, has the ST got what it takes to deliver a knock-out punch to its heavyweight rivals?

Well, it certainly packs plenty of visual aggression. Riding 10mm lower than the standard Focus, the new car looks purposeful and muscular, with a gaping trapezoidal grille, deeper side sills, a large tailgate spoiler and a centre-exit exhaust pipe.

It’s not as classy as the grown-up Golf or as sleek as the coupe-like Renault, but its performance potential is clear to see.

The Focus is only available as a five-door hatchback or versatile estate, which means it beats the three-door Renault for space and practicality. Plus, the hatch’s 363-litre boot is 13 litres larger than the Golf’s. But it’s worth bearing in mind that the volume shrinks to 316 litres if you swap the standard puncture repair kit for a space-saver spare wheel.

Inside, a few racy additions separate the ST from lesser Focus models. For instance, driver and front passenger get chunky Recaro seats, while the steering wheel and gearlever are embossed with an ST logo. And as with its predecessor, on top of the dash is a trio of extra dials that monitors the engine’s turbo boost level, oil temperature and oil pressure.

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The rest of the cabin is standard Focus fare, which means robust construction and decent-quality materials. The trouble is, it doesn’t feel quite as upmarket as the Golf, while the fussy layout of the dashboard isn’t as intuitive as the VW’s straightforward design.

It’s what lies under the bonnet that most keen drivers will be interested in, though. The ST uses a tuned version of the Mondeo’s 2.0-litre EcoBoost turbo engine and produces 247bhp – that’s 25bhp more than the old 2.5-litre five-cylinder ST – as well as a muscular 340Nm of torque. This showed in our on-track performance tests, where the Focus was comfortably quickest in the in-gear runs, needing only 6.1 seconds to sprint from 50-70mph in sixth. The VW was a full 1.6 seconds slower than that.

In the real world, the Ford feels even quicker than its rivals. The EcoBoost’s power delivery isn’t as dramatic as the Renault’s, but the Focus pulls with relentless force from idle all the way to the engine’s rev limit. Adding to the fun is a growling exhaust note that sounds very similar to its predecessor’s characterful five-cylinder engine.

As you’d expect from Ford, the new ST is in its element on a twisting back road. Incredible composure, strong grip and light-footed agility allow it to rival the Renault for driver thrills.

Better still, there’s a clever electronic torque vectoring system that mimics a limited-slip differential, delivering strong traction out of tight corners. The Focus is also barely affected by wayward torque steer, which is partly due to an updated electric power-steering set-up that eliminates any wriggle through the steering wheel under hard acceleration.

The quick, accurate steering also has a variable-ratio rack, which helps provide the feedback and adjustability you expect in a sporty Focus. Powerful and progressive brakes, plus a precise gearbox, also impress.

But the ST’s party trick is to mix traditional hot-hatch thrills with grown-up comfort and refinement. On the motorway, its cabin was the quietest here, while the suspension isolates occupants from the worst bumps and potholes. Add the electrifying mid-range pace, and the Ford is an effortless long-distance tourer.

Plus, the Focus is as cost-effective to run as it is fun to drive. The entry-level car costs £21,995, while our top-spec ST-3 is £25,495 – a hefty £2,985 less than a manual Golf. CO2 emissions of 169g/km also make the Focus the cheapest company-car choice.

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WHY: The first performance version of the current Focus, the new ST is the car fast Ford fans have been waiting for. Can it snatch the class crown?