Author: Nathan Chadwick
Photography: Ford
For many years, we were told that newer automatically means better. Of course, as a community of classic car enthusiasts, we’ll likely fundamentally disagree with that, but few car model lines demonstrate that better than the Ford Focus RS.
When the last version of the Focus RS went off sale in 2018 it had developed into a 350bhp machine with a torque-vectoring all-wheel-drive system that had a drift mode and launch control. The hype train was huge, but looking at secondhand values, they’re somewhat adrift of the Mk2 version. Other than very special Mk1 versions (which will come on to in a minute) and special edition versions of the Mk3, they’re leading the Focus RS pack when it comes to values.
It’s certainly an accomplished car – 301bhp, a sub-6.0-second 0-60mph and a 163mph top speed, and it won plenty of awards when new, largely because of one very special piece of kit with a slightly silly name: the RevoKnuckle.
This is a variation of the MacPerson strut suspension that separates steering and suspension movements, which helps to reduce torque steer. All good then? Well… no… and it’s the reason I’d always pick a Mk1 Focus RS.
To drive a Mk1 Ford Focus RS hard on the average British B-road is to engage in an arm wrestle. There are those who believe this is down to torque steer – after all, the FRS’s 212bhp was right at the limit of what was thought possible for a front-wheel-drive chassis at the time. However, the FRS featured a Quaife-supplied torque-biasing limited-slip differential, which meant unworldly grip and handling on smooth roads and circuits.
On those aforementioned bumpy B-roads, the deeply effective diff meant the front wheels were always grabbing and scurrying around for a suitable surface. Add in the surging thump from the Garrett GT25 turbo and you had a proper workout on your hands. And you know what? That’s a wonderful thing. It’s exciting, engaging and absorbing in a way the slightly-too-grown-up FRS Mk2 fails to deliver, other than in a straight line. The newer car may be more powerful and cosseting, but it feels and drives like a four-door executive car, only dressed in eyepopping hot hatch warpaint.
The FRS Mk1 eschews all pretense of being sensible and grown up. From the moment you set eyes on it, it’s all about the swagger – the glistening 18in OZ Racing wheels, the chunky bodykit and then, the interior. Ah, the interior…
The Focus interior architecture was always a bit Marmite – a fact that even the grandfather of the Focus, the late great Rupert Parry-Jones, readily admitted. With the aid of Sparco, the FRS elevated the madness to such an extent it looked a little bit like Sonic the Hedgehog’s Strava readings had been splattered across the interior. It is not what you would call subtle or refined. But then do you really want that in your hottest of hot hatches? If not, there’s always the Golf GTI. However, if you’re all about automotive maximalism at whatever speed, the FRS is one of the most potent hot hatches, and that’s before you flick the ignition key.
In a lot of ways it plays into the greater lineage of RS Fords, though not in the way you might think. At the time it was seen as an extension of the Escort Cosworth, but though they shared a tenuous rallying link, there isn’t much in the way of shared DNA – not only is the Escort Cosworth a Sierra underneath, for all its exterior bombast it’s actually fairly refined and GT-ish. The Focus RS Mk2 is arguably a better fit for that particular lineage.
No, for the true historical forebear we ought to go back to the Mk1 Escort RS Turbo (RST) – like the FRS, it was only available in one colour (unless you were Princess Diana or two other lucky punters), and its chassis couldn’t quite keep up with the oomph, despite the fitment of a viscous-coupling limited-slip differential. It became known as ‘Tommy Torque Steer’, and was largely criticised in the motoring press. Sounds a bit familiar…
However, the RST has gone on to become one of the most cherished RS Fords. Of course, the European Ford market is a world unto itself compared to the wider classic world, much to the amazement of non-Blue Oval enthusiasts. However, I can well understand the appeal of the Mk1 RST, and it’s the same with the Mk1 Focus RS. Yes, a Peugeot 205 GTI 1.9 or VW Golf GTI 16v will run rings around a Mk1 Escort RS Turbo, much in the same way a Mk5 Golf GTI, Honda Civic Type R EP3 or even a well driven, less powerful RenaultSport Clio will be quicker point to point than a wayward-handling FRS Mk1. But that is not the point, because once you step out of either the Escort or the Focus after a spirited run, you’ll be sweating but grinning like the Cheshire Cat’s just found the world’s largest catnip repository. And isn’t that the point?
The disappointing part of all this is that very few will get to experience the flawed but fabulous experience of wrestling an Escort RS Turbo S1. For the past decade the best cars are north of £40k and even project cars are circling £20k+. You can put that down to a mixture of nostalgia and simple lack of numbers – so many were thrashed, stolen or abused, there are very few left.
The same fate befell the Focus RS Mk1, but even fewer came to the UK, with around 2500 heading here compared to 5500 RSTs. As a result, we’ve seen mint examples go for figures in advance of £50k.
The good news is that you can still get into a decent example for just less than half that, and experience the unadulterated adrenaline rush of a Focus RS Mk1. However, with the Mk1 Escort RS Turbo showing the way, it’s likely the Focus RS Mk1 will follow suit.
So if you ever fancied one, now’s the time to buy one before they disappear into collections, only to be trailered from one show to another, like older RS models have been doomed to. That’s not exactly progress either, is it?
That brings us neatly to where we came in. The Focus RS MK1 may not be the ‘best’ model, but it’s the one you’ll remember most. Who needs progress?
