Ford Focus RS: by the numbers
It's one of 2016's most eagerly awaited cars and we're driving it - first the essential number crunching
Five-door and manual only for the new RS
On its own the power advantage sounds enough to floor most Golf R-based arguments but the Focus follows up with a further kick to the nads in terms of chassis tech. Obvious bling like Brembo calipers will count in the car park comparisons but the torque vectoring Ford Performance All-Wheel Drive would seem to address common criticisms levelled at comparable four-wheel drive hot hatches. The Golf's Haldex system is better than most and can manage front to rear torque distribution. But across the axles it's left to brake nibbling ESP; effective but inevitably not as proactive as even VW's VAQ system used in front-driven cars like the Golf GTI Performance and SEAT Leon Cupra.
Golf, Civic, Megane, Leon - many rivals ready!
Ford uses two electronically controlled clutch packs either side of the Rear Drive Unit which can open and close according to the various inputs from steering, throttle, stability control and brake sensors. There can be a degree of smoke and mirrors when discussing theoretical torque splits in comparable four-wheel drive systems but Ford claims up to 70 per cent can be directed to the rear axle and proactively distributed across it by the two clutch packs, according to which of the four driver modes you happen to be in. On the basis you're man enough to keep your foot in through a corner the Focus can, in theory, neutralise understeer via the throttle by sending more power to the outside rear. Or, in Drift mode, supposedly offer some proper sideways action. Does it work? We'll report back but in hardware alone it's impressive for a sub-£30K car.
Two-mode dampers are also a notable feature given the price point, these working in conjunction with spring rates raised by 33 per cent front and 38 per cent rear over the ST. In the Sport setting the dampers are a substantial 40 per cent firmer, shorter steering links and 'optimised' front suspension knuckles apparently improving steering feel although not as fancy as the previous RevoKnuckle design. Stiffer suspension would be pointless if the undamped body flexed like a soggy dishcloth but this has been addressed with additional bracing, particularly in the rear body structure and subframe. Overall the body is nearly a quarter stiffer than a regular Focus.
61 per cent of UK orders are Nitrous Blue
Is that starting price merely a headline grabbing 'nominal' sum demanding numerous options to really deliver though? In fairness the substance - the chassis technology, the driving modes, the brakes, the 19-inch wheels, the Michelin Pilot Super Sport tyres - are all included in the base price, as are standard Recaro branded seats. So even without a single box ticked your Focus RS will drive like a Focus RS. In the Ford style options prices aren't unreasonable, including a £1,000 Luxury Pack with power mirrors, parking sensors, cruise control and privacy glass, fancier £1,145 Recaro seats, £465 for the Sync2 nav with rear camera, improved speakers and sub-woofer (expanding on the standard touchscreen operated DAB unit) and £595 for 19-inch forged wheels. The 950g per wheel saving in unsprung weight from the latter adds functional as well as aesthetic appeal. Even with every box ticked and the most expensive £745 Nitrous Blue paint option the RS is less than £35K, or £34,905 to be precise.
Ahead of first deliveries in the spring Ford is reporting 2,300 orders in the UK alone, with 89 per cent of buyers going for the Luxury Pack and 85 per cent choosing the forged wheels and setting them off with the £100 blue paint option for the calipers. Nitrous Blue is the most popular colour - 61 per cent - and more than half have opted for the fancier Recaro seat option.
So it goes like stink and, relative for the technology, looks like storming value for money. What else might you consider though? And why might you choose it over the Focus?
Everyone will be comparing it to the Golf R (box, ticked) but in spirit the Focus RS is playing to a rather different crowd. The lack of an auto or dual-clutch option is one sign of this, the Ford clearly aimed at a more single-minded and enthusiast audience less fussed about the under-the-radar and everyday abilities of cars like the Golf and closely related Audi S3.
Will a portly kerbweight hamper the RS?
Nope, we need to be considering more extrovert cars. The comparably priced Subaru WRX STI would be an obvious one, its 300hp looking a little outgunned but, as we found over our long-term test, the more traditional, mechanical four-wheel drive system delivering genuine purist thrills. Some will prefer the Subaru's four-door design too. But it's hard to escape the fact many will consider the hot Subaru yesterday's hero, the Focus very much of the here and now.
In spirit the Focus's closest rival is probably the Civic Type R. OK, the Honda is 'only' front-wheel drive but it packs a comparable level of chassis technology - active torque distribution, adaptive dampers, new-school turbo engine and the rest - with properly wild looks. If acceleration times are a measure that matter to you the Ford's launch controlled 4.7 seconds is a whole second quicker than the Honda's, the Civic 2mph quicker at the top end though. Around a track the comparison will be a very interesting one - bear in mind the Honda boasts proper aero and weighs 217kg less* than the Focus.
That's a significant chunk, the Focus RS's 1,599kg kerbweight (with driver) perhaps the one big number Ford won't be too keen on emphasising. Even in heaviest five-door, DSG equipped form the Golf R is 1,525kg, the same as a BMW M135i with the chunky eight-speed automatic option. At the other end of the scale a Peugeot 308 GTI 270 is just 1,280kg; still a fair chunk by traditional hot hatch standards but a positive flyweight these days. All numbers are comparable 'with driver' EU weights unless otherwise stated.
0-62 and top speed matter in pub comparisons but on the traditional twisty B-road these cars are built for power to weight and agility are arguably as important as the way the car feels at maximum attack. With that chunky kerbweight the Focus's advantage is less obvious, offering 218hp per tonne against 224hp per tonne* for the Civic Type R. It still outguns the 199hp per tonne of a five-door manual Golf R but the real winner in this competition is the often underrated SEAT Leon Cupra.
Enough talk; time to get driving!
And no talk of hot hatches can ignore the Megane Renaultsport. OK, it's getting long in the tooth now. But a starting price of £23,935 for the 275 Cup-S looks astonishing value for money for what is still one of the best handling hot hatches of recent times. Trick it out with £2,000 Ohlins dampers, a £2,500 Akrapovic titanium exhaust and £1,000 Michelin Cup 2 tyres and you're still (just) undercutting the Focus and ending up with a car of still class leading road and track performance. Less of an all-rounder, true, but arguably still the hardcore choice.
At the end of all that the Focus STILL looks one hell of a package, even if its supposed killer blows aren't perhaps quite as decisive as they first seem. Proof will be in the driving of course. Time to get behind the wheel...
*Honda doesn't quantify its claimed 1,382kg base kerbweight or say whether it's with or without driver. For the sake of argument if it's without and you add a 75kg driver the power to weight is 213hp per tonne and its weight advantage over the Focus 142kg.
Watch the video here.
Engine: 2,261cc 4-cyl turbo
Transmission: 6-speed manual, four-wheel drive
Power (hp): 350@6,000rpm
Torque (lb ft): 324@2,000-4,500rpm (347lb ft with 'transient' overboost)
0-62mph: 4.7sec
Top speed: 165mph
Weight: 1,599kg (inc. 75kg driver)
MPG: 36.7mpg
CO2: 175g/km
Price: £29,995
Engine: 1,984cc, 4-cyl turbo
Transmission: 6-speed manual/6-speed dual-clutch (S Tronic), four-wheel drive
Power (hp): 300@5,500-6,200rpm
Torque (lb ft): 280@1800-5,500rpm
0-62mph: 5.2sec/4.8sec* (5.3sec/4.9sec* Sportback)
Top speed: 155mph (limited)
Weight: 1,405kg/1,425kg* (1,430kg/1,455kg* Sportback)
MPG: 40.4mpg/40.9mpg* (NEDC)
CO2: 162/159g/km*
Price: £31,320/£31,850 (Sportback)
*S Tronic
Engine: 2,979cc six-cylinder, turbocharged
Transmission: 6-speed manual/8-speed auto, rear-wheel drive
Power (hp): 326@5,800rpm
Torque (lb ft): 332@1,300-4,500rpm
0-62mph: 5.1 seconds (4.9)
Top speed: 155mph (electronically limited)
Weight: 1,505kg (EU including 75kg driver, +20kg for auto)
MPG: 35.3 (NEDC combined, 37.7)
CO2: 188g/km (175g/km)
Price: £32,010/£33,500 (three-door manual/auto), £32,540/£34,040 (five-door manual/auto)
(Figures in brackets for automatic)
Engine: 1,996cc 4-cyl turbo
Transmission: 6-speed manual, front-wheel drive, electronic locking differential
Power (hp): 310@6,500rpm
Torque (lb ft): 295@2,500-4,500rpm
0-62mph: 5.7 sec
Top speed: 167mph
Weight: 1,382kg (Honda figure with a full tank)
MPG: 38.7mpg (Honda internal figure)
CO2: 170g/km (Honda internal figure)
Price: £29,995 (£32,295 GT)
Engine: 1,598cc, four-cylinder THP
Transmission: 6-speed manual, front-wheel drive, limited-slip differential (270)
Power (hp): 270@6,000rpm (250@ 6,000rpm)
Torque (lb ft): 243@1,900-5,500rpm (243@1,900-4,000rpm)
0-62mph: 6.0sec (6.2sec)
Top Speed: 155mph
Weight: 1,205kg (plus driver)
MPG: 39.2
CO2: 139g/km
Price: £28,155 (GTI 250 £26,555)
Engine: 1,998cc 4-cyl turbo
Transmission: 6-speed manual, front-wheel drive, limited-slip differential (Cup-S)
Power (hp): 275@5,500rpm
Torque (lb ft): 265@3,000-5,000rpm
0-62mph: 5.8sec
Top speed: 158mph
Weight: 1,394kg
MPG: 37.7mpg (NEDC combined)
CO2: 174g/km
Price: £23,935/£25,935
Engine: 1,984cc 4-cyl turbo
Transmission: 6-speed manual/DSG, front-wheel drive, VAQ torque distribution
Power (hp): 290@5,900rpm-6,400rpm
Torque (lb ft): 258@1,750-5,800rpm
0-62mph: 5.7sec/5.6sec* (5.8sec/5.7sec* five-door)
Top speed: 155mph
Weight: 1,395kg
MPG: 34/32.1 (34/33.2 five-door)
CO2: 156/149g/km* (156/154g/km* five-door)
Price: £28,375/£29,730 (SC manual/DSG), £28,675/£30,030 (five-door manual/DSG)
*with DSG
Engine: 2,457cc flat-4 turbo
Transmission: 6-speed manual, four-wheel drive
Power (hp): 300@6,000rpm
Torque (lb ft): 300@4,200rpm
0-62mph: 5.2 sec
Top speed: 159mph
Weight: 1,534kg
MPG: 27.2mpg (NEDC combined)
CO2: 242g/km
Price: £28,995 (OTR, before options)
Engine: 1,984cc 4-cyl turbo
Transmission: 6-speed manual/6-speed dual-clutch auto (DSG), 4-wheel drive
Power (hp): 300@5,500rpm
Torque (lb ft): 280@1,800-5,500rpm
0-62mph: 5.1sec/4.9sec*
Top speed: 155mph
Weight: 1,476kg/1,495kg* (EU, three-door, +30kg for five-door)
MPG: 39.8mpg/40.9mpg* (NEDC combined)
CO2: 165g/km/159g/km*
Price: £30,820/£32,235* (£31,475/£32,890* 5-door)
*With DSG
Engine: 1,984cc 4-cyl turbocharged
Transmission: 6-speed manual/six-speed dual-clutch auto (DSG), front-wheel drive, VAQ torque distribution
Power (hp): 265@5,350rpm, 290hp with 10-second overboost
Torque (lb ft): 258@1,700-5,300rpm, 280lb ft with 10-second overboost
0-62mph: 5.9sec
Top speed: 155mph
Weight: 1,375kg (DSG 1,395kg, both 'unladen', 5-door +30kg)
MPG: 40.3 (DSG 40.9mpg, both provisional NEDC combined figures)
CO2: 162g/km (DSG 158g/km, both provisional figures)
Price: c. £29,000 (TBC)
The mark II RS looks far better and more aggressive in a rally car style IMHO.
A 5 dr watered down RS car will have broader appeal I guess but not one for me or the true petrolheads
My eyes I also don't think any is really better than the other. Each one has it's own little USP and will be best suited to it's own specific environment/person.
Focus RS = Weekend Toy
Audi S3 = Professional Powerhouse
BMW M135i = Long Distance Cruiser
Honda Civic Type-R = Street Racer
Peugeot 308 GTI = The Alternative choice
Megane Renaultsport 275 = Track Toy
Leon Cupra 290 = Sleeper Car
WRX STI = Old School
Golf R = Family Man/ Winter Wonder
GTI Clubsport = Golf Enthusiast
Fingers crossed they start depreciating like a stone so I can get my hands on one! Unlimited numbers means it's more likely than the Mk2 RS which have held very very well.
I also don't think any is really better than the other. Each one has it's own little USP and will be best suited to it's own specific environment/person.
Focus RS = Weekend Toy
Audi S3 = Professional Powerhouse
BMW M135i = Long Distance Cruiser
Honda Civic Type-R = Street Racer
Peugeot 308 GTI = The Alternative choice
Megane Renaultsport 275 = Track Toy
Leon Cupra 290 = Sleeper Car
WRX STI = Old School
Golf R = Family Man/ Winter Wonder
GTI Clubsport = Golf Enthusiast
lighter, quicker, no fancy trick diffs, safe to leave outside and probably loads cheaper to insure. I'm sure they will have a massive following, all RS cars do. my choice would probably be either type r or sti. or for nostalgic reason, gti clubsport
The mark II RS looks far better and more aggressive in a rally car style IMHO.
A 5 dr watered down RS car will have broader appeal I guess but not one for me or the true petrolheads
I don't go for hoons 5 up.
and despite a very aggressive/successful front end, I personally, as a petrolhead, also need to enjoy my cars even when they're not moving....and I've not really appreciated this style of Focus at all....just a personal opinion.
Out of that list I'd have something French.
Where are the Italians?! no Fiat, no Lancia, no Alfa...not good enough.
I also don't think any is really better than the other. Each one has it's own little USP and will be best suited to it's own specific environment/person.
Focus RS = Weekend Toy
Audi S3 = Professional Powerhouse
BMW M135i = Long Distance Cruiser
Honda Civic Type-R = Street Racer
Peugeot 308 GTI = The Alternative choice
Megane Renaultsport 275 = Track Toy
Leon Cupra 290 = Sleeper Car
WRX STI = Old School
Golf R = Family Man/ Winter Wonder
GTI Clubsport = Golf Enthusiast
lighter, quicker, no fancy trick diffs, safe to leave outside and probably loads cheaper to insure. I'm sure they will have a massive following, all RS cars do. my choice would probably be either type r or sti. or for nostalgic reason, gti clubsport
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