There has been much internet talk regarding whether or not Ford sufficiently differentiated the Focus RS from its little brother, the Focus ST, to justify the $11,345 MSRP price premium. Today I had a few fresh hours in the Focus ST, so I’ll try to compare and contrast these hot-hatch siblings and then consider the value propositions of these two cars.
There is a slight snag in the premise of my comparison, though. While the Focus RS is in limited supply near MSRP, the Focus ST is coming towards the end of its model run and has incentives on the hood. Thus, this low-option midnight blue beauty was driven off the dealership lot by my friend Sage for a mere $21k (before taxes). Compared to the ~$38k I spent on my also lightly optioned RS, the performance-for-dollar value of the ST is undeniable, even if Sage chose to close his wallet to tasty upgrades like Recaro seats and Sync 3 navigation.
Looking at the ST in the flesh, there is a lot to like. There are more colors on offer, and this dark Kona Blue reminds me of the inky blue from the E46 M3 because it looks navy or black, depending on the light. The ST’s snowflake wheel pattern is prettier, in my opinion, compared to the RS’s bajillion spokes. And an aggressive outward appearance is still present in the ST, even if Ford has not taken it quite as far as it did for the RS.
To my RS-adjusted eyes, the differences in the cabin are more pronounced. Mostly it’s down to the missing Recaro seats and Sync 3 infotainment. With standard cloth seats and a cascade of plastic buttons as stand-ins, the ST looks downmarket to me versus the RS. Psychology has shown that an equivalent loss if felt more strongly than an equal gain: perhaps this is why giving up the RS’s leather-wrapped e-brake handle, blue accent stitching, and blue gauges feels like glaring cost-cutting. But the reality is that the ST predates the RS, and the RS is a dolled-up version of the ST. Whatever psychology is at play, to me, the base ST feels more econobox than budget luxury. (The ST also has the B-pillar rattles that plague the RS.) On the bright side, though, the ST1 seats are comfortable and reasonably grippy given their cloth covering. They won’t get in the way of our fun today.
A few years ago, I found surprising similarities between the Focus ST and my E90 M3. Today, some of those same likenesses came forth.
First is the steering quickness. The ST has variable-ratio steering that is similar to the M3’s by being slightly subdued at on-center. Missing is the RS’s hyperactive helm, and thus the ST lacks some of the pointiness and eagerness of its big brother. I personally prefer the RS’s tuning when I am on a twisty road, but for highway driving, I can see the appeal of the ST/M3 philosophy.
Second is the suspension tuning. Like the M3, the ST has excellent body control on a compliant suspension. Frankly, I much prefer the ST’s suspension to the RS’s rock-hard interpretation of a good ride. In the ST, I’m not constantly being pummeled and abused when driving on broken or undulating pavement. The ST has some mild roll as a consequence, but it is much less than other factory specials (say the Evo IX, for example), and it does not get in the way of the control or grip. I’d still like to hear the RS engineering team’s reasons for making the RS as stiff as it is! (Perhaps it was needed to handle the grip of the optional Cup tires?)
Like the M3, the ST and RS also have quality driving interfaces. The steering wheel is nicely shaped and wrapped in fine leather. The shift lever falls right to hand, though it’s a little higher than one might expect. Let’s generously say this is to reduce the hand travel from the wheel to the shifter. (RS and ST shift action seems about the same, reasonably precise by not the pinnacle in mechanical feel. Sage has improved his shift feel with an upgraded engine mount.) The brakes in all three cars have strong initial bite, though Sage notices that the retardation in the ST does not increase commensurately with the pedal travel. At least Ford’s ABS intervention is very subtle, too subtle to be felt from the passenger seat. BMW could learn a thing or two about electronic brake control from Ford Performance.
And then we get to the drivetrain discussion, and the ST’s advantages evaporate. The ST does not feel fast after owning an RS. Even though the RS is portlier, it still feels 100 hp faster. Simply put, standing on the gas in the RS makes my eyes go wide as the straight tarmac disappears; the ST’s pull feels humdrum to this jaded enthusiast.
Ford’s turbo tuning is pretty similar between the brothers. Both cars use small turbos that punch hard at low rpm but wheeze at high rpm. The ST really starts to drag above 5.5k rpm; the RS dies too but not as drastically.
Sage has applied some simple mods to his ST to enhance the engine sound, including removing the flapper valve from the sound induction tube and deleting the airbox cover and engine cover. The result is that I can hear much more turbo whistle, chuffle, and warble in the cabin. In the RS, none of these notes can be heard with the windows up. I really like the ST’s wind symphony and prefer it to the RS’s synthetic, STI-aping song.
When it comes to putting the power to the pavement, the ST cannot hold a candle to the RS. The RS gets its distinct personality from its trick AWD, an advanced torque-vectoring system that makes the RS completely different to drive from every other car on the road today. (Well, at least the cars I’ve driven.) Switch between the drive modes, and the RS can shapeshift from a blunt hoon-machine into a precision corner-carving instrument.
But let’s offer praise to the ST where it is due. For an FWD vehicle, it is good at putting down the power and exiting a corner. Thankfully, the torque steer in the 2016 ST is milder than I remembered, only requiring minor mid-corner steering adjustments to keep the car on line as the ESP fights the open front differential. This contrasted with my ST experience of two years ago when I was reduced to white knuckles and nervous giggling after the car tried to put me into a ditch because I dared to use full throttle. (Hwy 1 along Tomales Bay is not as tight as the Decker Canyon, so maybe that helps dull the torque steer?) Has Ford refined the ST’s hardware and software? Regardless, I’d rather avoid such corruption.
New to this test drive, I experienced power-on understeer in a few tight corners in the ST. It was severe enough in the damp conditions that the car washed wide and crossed the double yellow. Not the most rewarding of experiences, but one that could be avoided with a softer right foot and/or better tires.
The RS has none of the above issues and uses its AWD to tuck into any turn under nearly all conditions. It blasts out of corners with much better traction and control. And you can do donuts to your heart’s delight (and wallet’s dismay!) once you turn on drift mode. All the ST can boast is tire-hopping burnouts in first and second gears. Even Sage admits that in quiet moments he pines for an RWD vehicle.
So the Focus ST still has the ride and handling feel of a baby M3, albeit an M3 being driven from the wrong wheels. Like the M3, the ST has scoot and control when you want it and daily driveability the rest of the time. The granite-hard RS cannot boast the same. Considering that contemporary compact cars seem to start at $20k, getting this much performance for $21k is fantastic value for money. And while the base ST’s interior appointments feel downmarket from its stablemate RS, I suspect a splurge on the ST2 package ($3680 for Recaro seats and Sync 3 infotainment) would remedy much of this budget feel.
But here is the thing: When I buy a performance car, I do so based on emotion. I want to feel “the fizz,” as James May calls it. The RS fizzes for me; the ST does not. My sense of what is fast and sharp has moved on, influenced by the RS’s lightning steering, tail-wagging AWD, and potent engine. When it comes to aggressive driving, the RS plays on a different plane. At $17,000, it’s a big jump up to the RS, but once you get there, the performance offered by the RS feels like a bargain too.
Mike's Steering Column 