Skip to main content
HOME   |   ABOUT   |   NEWS   |   TECH ARTICLES   |   AT THE TRACK   |   REVIEWS   |   VIDEOS   |   CONTACT ME

2016 Ford Focus RS




I can't believe we are getting another performance vehicle from +Ford so soon. Everyone was expecting a Focus RS but I didn't think we would see it this soon. To recap, over the last few months, Ford's lineup has gained many options for a gear head. The Mustang gained a new engine option, the 2.3L EcoBoost to bridge the gap between the V6 and the GT. The GT350 name returned with a flat-plane crank making more than 500 naturally aspirated horsepower from a 5.2L V8. Then a GT350R was revealed, a more hardcore track version of the car. The legendary Ford GT came back to, once again, take on Ferrari and a new F150 Raptor was revealed on the opposite end of the performance spectrum. Now, we have another one. A step up from the Focus ST that, according to Ford, without worry about stepping on the toes of the Mustang.

Ford said this will be the most powerful Focus, with "well in excess of 315 horsepower." If that includes the limited edition RS500, which made 345 hp, This should make as close as makes no difference to the 350 hp that has been rumoured. If it's not included, I would imagine well in excess of should mean at least 20 hp so we should still be close to the 350 hp mark.




To put all that power down, Ford gave this car a torque vectoring all wheel drive system, dubbed Ford Performance All Wheel Drive (FPAWD?). The system is based on twin electronically controlled clutch packs that manage the car's front-to-rear torque split. The unit can send up to 70% of the drive to the rear wheels. There is no mention of the maximum amount of torque is sent to the front wheels. If I had to guess, I would say that all the torque can be sent to the front wheels if there is loss of traction and one or more of the stability/traction control settings should always send some of the torque to the rear.

Speaking of stability control, Ford calibrated the Electronic Stability Control system, particularly the brake-based Torque Vectoring Control system, to work in parallel with the torque vectoring AWD system. It appears that the front wheels rely on only brake-based torque vectoring while the rear wheels rely on both brake-based torque vectoring as well as the drive-unit. The drive unit can vary the torque at the rear wheels side-to-side, with up to 100% of the torque sent to the rear wheels sent to either wheel.




The control unit for the system is capable of monitoring inputs from multiple sensors, such as steering wheel angle, lateral acceleration, yaw and speed, 100 times per second. The system will preemptively divert torque to the outer rear wheel in a corner immediately based on inputs from these sensors. Ford says, understeer is virtually eliminated and turn-in and stability are improved. The Focus ST is already one of the best handling FWD cars on the road. Sending some of the power to the back along with torque vectoring can only make things better.

Other chassis improvements include stiffer springs, bushings and antiroll bars compared to the Focus ST and two-mode switchable dampers. A re-tuned power steering system combined with a more rigid front suspension knuckle design and shorter link arms all in the name of improving steering response and feel. All these improvements, combined with the intelligent AWD system, result in lateral acceleration exceeding 1 g. In the release, Ford made sure to point out that the car has the "ability to achieve controlled oversteer drifts at the track." Thank you, Ford.

To improve stability and and handling at speed, the exterior has been optimized through the front splitter, rear spoiler and diffuser and underbody features to deliver zero lift front and rear. To make sure the car sticks to the road, Ford is offering, for the first time on an RS, optional Michelin Pilot Sport Cup 2 tires for track-ready grip. Standard tires are the excellent all-around Pilot Super Sport tires. Both come as 235/35/19 tires and optional light-weight forged alloy wheels are available.




Ford wanted to make sure the car can handle track duty so the outside has been optimized to deliver cooling air to the engine. The radiator is "significantly larger." The intercooler is "much bigger."  The brakes are fitted with brake cooling ducts. The transmission and clutch have been upgraded with stronger components. Ford really seems to have all the bases covered. The fact that Ford is offering a Michelin Cup tire on an AWD car fitted with a torquey turbocharged engine shows just how much abuse the car is designed to take.

Speaking of the engine, the 2.3L engine shares the block with the Mustang but significant upgrades support the increased power. A new twin-scroll turbo with a larger compressor wheel increases airflow, which is also aided by less restrictive intake and exhaust systems. The exhaust also features an electronically controlled valve that "helps optimize the balance of back pressure and noise output." Typically, such exhaust valves stay closed for quiet operation under light load and open at a certain rpm. To handle the added power, an upgraded alloy is used for the cylinder head to withstand higher temperatures which is also mounted on a head gasket with improved thermal capability. Inside, the cylinder block features stronger high-tensile cast iron liners.

As is now expected from Ford in high performance models, you'll find heavily bolstered Recaro seats inside that are bound to be comfortable as well as supportive. Controlling all the horses will come courtesy of, thankfully, a six-speed manual transmission with a short-throw shifter. Awesome.

This is bound to be a phenomenal performance machine. My only worry is price. I can imagine this starting well into $30,000's (USD), but that would step on the Mustang GT. I think if it starts under $35,000, it'll be very reasonable. Only time will tell. For now, I can just hope that I will get drive it some time soon, especially on the track.


Comments







Does An Aftermarket Grille Really Increase Airflow?
I put a Saleen S281 grille to the test to answer that question.

Stock Suspension S197 Mustang With Square 305/30/19's
What you need to fit a proper size square tire setup.

How Limited Slip Diffs Make You Faster on Track
What you need to know about how they put power down and pros and cons.

Can Telemetry Explain Schumacher's Talent?
A comparison between Schumacher's and then team mate Herbert's data.






Cayman GT4 Track Review
The first Cayman with proper (911-challenging) power.

Is an EcoBoost Mustang any good on Track?
Two days at the track in a Mustang short 4 cylinders.

2016 BMW M4 DCT Track Review
It's quick (properly quick). But is it fun?

Can a stock Golf Diesel handle a Track Day?
Not your every day track beater.




🔥 Most Visited This Week

Falken Azenis RT615k+ Street and Track Review

Last year, I picked up a 2009 Lancer Ralliart to do a long term test with it as a dual duty track/daily. One of the first things I knew I was going to do was put a decent set of tires on it. The car came without OEM wheels which was actually good because I didn't have to hesitate about getting a good set of aftermarket wheels to support going wider. Thankfully, my friends at YST Auto Halifax  set me up with a great set of Superspeed RF03RR wheels. The Wheels I had never even heard of Superspeed but I trusted the good folk at YST Auto who mentioned some customer cars running on track with them. These wheels are rotary forged which is basically a prerequisite to be taken seriously in this market populated by companies like TSW and Fast Wheels. The wheels looked like a high quality, well finished wheel and each had a "QC" check sticker on. Just for appearances? Maybe, but I found no defects. The wheels seemed easy to balance (didn't need many weights) and at 18.1 lb. f...

All Mainstream AWD and 4WD Systems Compared and Explained

Mitsubishi Evo X GSR at Atlantic Motorsport Park - Kevin Doubleday  © If you live in Canada or the US, you'll find that plenty of people hold sacred the terms '4x4' and '4WD' to describe a 'true 4x4', where you have a butch transfer case with a low speed, perhaps a body on frame chassis, and ideally a solid axle or two. I'm not sure how that translates to the rest of the world. My extensive research into the motoring industry in Europe (which exclusively consists of watching Top Gear and The Grand Tour...) concluded that most people across the pond simply refer to any vehicle that is capable of sending any power to all four wheels as a 4WD vehicle, further muddying the waters. Where I grew up, 4x4 was more or less synonymous with 'Jeep' so that's not much help either. However, despite all various systems attempting to do the same sort of thing - distribute power between all four wheels instead of two - not all systems are created equal,...

2016 Mustang EcoBoost Track Review

Photography by: Graham MacNeil Ford really wants to sell you a Mustang with a turbo four cylinder. They started by derating the V6 engine in the 2015 S550 compared to the 2011-2014 S197 V6 to make the EcoBoost 2.3 litre more differentiated. Then, they offered a performance pack on the EcoBoost but not on the V6. Now, they killed the V6 all together for 2018 and will only sell you a V8 or this EcoBoost. I love a good V8, everyone who knows me knows that. This is a Mustang, which means it needs a V8. If those aren't enough reasons, I always prefer natural aspiration over forced induction. That's three strikes against the EcoBoost-powered Mustang. But I'd be lying if I said the idea never intrigued me. It's the lightest (if you account for features). It has the best weight distribution. It has the same great chassis as the GT. It's very affordable and it has a lot of potential to make more power. Aftermarket? Endless support. There's plenty of good about it....

The New Mustang Mach 1 Heads to Dealers. Here's why it matters.

No, it's not because it's called Mach 1 or the heritage that comes with the name, although that's pretty cool for Mustang fans. There are few cars out there that have the widespread track use of Mustangs. A combination of affordability, a decent RWD platform with endless aftermarket support and the potential to be competitive when properly set up makes them a staple in most track paddocks in North America. But being popular for track use comes with some headaches for manufacturers. It means that the car will be pushed hard by its customers and that will inevitably lead to discovering weak links .  The vast majority of factory main-stream performance cars have limitations on track when pushed to hot lapping pace. That's not to say they are all equal - some are, without a doubt, far more durable and dependable than others - but nearly all require modifications. Mustangs are no exception. And their popularity also means those weak links are discovered fast, and marketing d...