Termed by its maker “the most complete Ford Performance-developed Focus yet”, the new ST Edition just happens to be the best-handling example of the long-running model. Which is quite a claim, considering how well engineered and honed even the lower model grades remain, with the ‘ordinary’ ST variant having set a far higher standard years ago.
Unknown future for Focus factory
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Even though this is far from being a fresh model, the fourth generation car will end production in November at the top of its game. Launched in 2018, the C519 shape five-door hatchback and estate series is now manufactured at just the one plant, Saarlouis, which Ford-Werke insists will remain open until 2032. What specific activities will take place there between the end of 2025 and the date of scheduled closure has yet to be made public.
Discussions with German unions are likely to be ongoing. But in the here and now, what matters is that Focus production continues. The segment remains a big one, and as has happened in the USA’s Compact and Midsize classes, those OEMs which remain will be happy and amazed at Ford’s withdrawal. Mercedes will also exit the C-hatchback segment next year and one or two other brands might do the same.
In many ways it seems astonishing that Ford would choose to kill off this model rather than give it a second refresh/facelift. Sales have not fallen away as badly as might be expected for a car which has been around for almost seven years.
Sales volume still good
The excellence of how well designed the basic product remains is surely one of the major reasons for its enduring appeal. JATO Dynamics, which, oddly, does not define the ‘Europe’ it reports registrations for, nonetheless says 81,118 examples of the model found buyers last year. That was down 15 per cent on the 99,784 cars delivered in 2023. ACEA data may, incidentally, differ from these numbers as its Europe is a defined list of countries.
While the Opel and Vauxhall Astra comes with the same two body options as the Ford, it is far newer and available as an EV. Yet its total sales amounted to only 80,831 in 2024. The Focus also beat the Mercedes A-Class but trailed the Peugeot 308, Audi A3, Toyota Corolla and, naturally, the Golf, which had a big rise in 2024 to 215,715 deliveries. Ford isn’t giving up development of the Focus just yet either.
To send the model off on a high, a series of tweaks have been made to the ST. Think of this as Ford of Europe’s equivalent to the Golf GTI Clubsport though price-wise it’s up there with the Golf R. The front axle remains the only driven one while power and torque are similarly unchanged.
Subtle external changes
Straight away, the new derivative grabs your attention thanks to special 19-inch ‘Flow Form’ wheels, bright red callipers for the 363 mm Brembo brakes, and Azura Blue paint. The gloss black of the big rims is matched by the same finish for the roof as well as spoilers and diffusers.
Most of the new or modified components are part of what’s called a Track Pack, setting the Edition apart from the existing ST. Rev matching for manual transmission cars is however standard for both. And the Edition comes only as a six-speed hatchback whereas the ST may also be ordered with a seven-speed DCT and as an estate.
The Edition’s blue-with-black theme continues on the inside where there are dark plastics and fabrics with Motion Blue stitching on the seats, gear lever trim, floor mats and steering wheel. ‘Ford Performance’ badges feature too, while the sides of the centre console hint have added fabric pieces with padding for knees.
No touchscreen-for-everything mania here
Most of the option packs for the ST are standard for the Edition, so you get such handy and nice things as a heated steering wheel and Quickclear windscreen. There’s also a 675 W B&O sound system which comes with a subwoofer and ten speakers. The dashboard and its many physical switches and buttons are a delight though such things are a personal preference and some may prefer almost everything to be screen-based.
KW Automotive, a German chassis tuning and suspension company, was tasked with developing a new springs and dampers package for the ST Edition. This consists of two-way coilovers which are adjustable (think track days) and see the car’s ride height dropped by between 10 and 20 millimetres compared to the regular ST. Also, spring rates are increased by 50 per cent compared to the original Focus Sport Technologies.
There was nothing wrong with how the ST handled but the Edition takes it to an even higher level. And considering how battered Britain’s roads are, Ford has miraculously managed not to ruin the ride in the transition to creating an even more hard core hatchback. It’s far from soft yet as long as you can avoid the worst potholes this is a nicer alternative to the Honda Civic Type R for passengers. Plus the thing just grips. And steers oh so beautifully.
Can it match the claimed WLTP mpg average?
If you can keep the revs down and use the 420 Nm of torque to stay in sixth gear, rather than thrill to enjoying the full 206 kW (280 PS) as often as possible, then 35+ mpg is even possible. The WLTP average is 34.9-41.5 mpg.
Push it hard and economy goes out the window of course. Who buys an ST Edition to save petrol though? Particularly when the 2.3-litre engine sounds so delicious racing to 62 mph in an official 5.7 seconds. Top speed? That’s a limited 155 mph.
Conclusion
This really is a fantastic and seriously enjoyable car. It may also end up as something which is highly sought after in the 2030s as the final fast Ford Focus. For that reason alone, you can bet that collectors are right now buying the ST Edition to lock away in garages for the future. Which, ironically, is a shame, as the car’s enormous appeal is all in the driving. Not just a future classic, this is a current one and all too soon, it will be gone.
The Ford Focus is priced from GBP28,500 OTR (125 PS 1.0-litre Titanium, CO2: 118 g/km) while the new ST Edition (CO2: 185 g/km) costs GBP42,905.
