13 Focus ST - Automobile - First Drive

paynecasey

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First Drive: 2013 Ford Focus ST

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The spiciest Focus on the menu was prepared by the chefs of the Global Performance Vehicle Group in close cooperation with Ford of Europe's Team RS and the American Special Vehicles Team, SVT. "It's a one-fits-all-markets concept," explains the project leader, Dieter Schwarz. "Design, engine specification, chassis calibration, and tire choice are exactly identical, regardless of whether the car is sold in Beijing, Los Angeles, or London. We are convinced we have found a global setup that fuses performance and comfort with practicality and affordability."
The ST makes a visual statement thanks to unique eighteen-inch wheels, larger front air intakes, a center-mounted exhaust, a massive rear diffuser, flared rocker panels, and a mighty roof-mounted spoiler. Inside, we notice dressed-up pedals, a newly designed leather steering wheel and matching shift knob, auxiliary dashtop instruments (oil pressure, oil temperature and boost pressure), a near-black headliner, and a pair of Recaro seats. Mounted lower than in lesser models, the cloth- or hide-trimmed buckets are comfortable, supportive, and generously adjustable.
Like most modern turbo engines, the 2.0-liter EcoBoost, which develops 252 hp and 270 lb-ft of torque, sounds more characterful than its normally aspirated sibling, and it fields a broader bouquet of dynamic talents, too. It is hard not to be smitten by the faint turbocharger whine on overrun, the spine-tingling intake rasp which turns into a dense full-bodied hum at only 2000 rpm, or the colorful exhaust note that varies from blat-blat impatient to no-holds-barred thunderous. To transmit the acoustic action into the cabin, the engineers installed a so-called sound symposer in the firewall. Add to this the catchy background tune played by the large dual tailpipes, and you can probably imagine why this Ford is truly a stereophonic treat. It also is a rapid machine. On dry blacktop, the ever-eager compact will zip in 6.5 seconds from 0 to 62 mph and on to a maximum of 155 mph. Thanks to a low-inertia charger, variable valve timing, and direct injection, the 2.0-liter four suffers virtually no turbo lag, tardy throttle response, or meager bottom-end torque.
 

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