Focus RS Mk1

[Danchev]

When it was launched almost four years ago, the Focus RS failed to win the hearts of the evo team. In fact, in our 2002 Car of the Year test it finished twelfth or, to put it another way, last. On bumpy, tricky Welsh roads it bucked, weaved and torque-steered so hard that all your concentration was consumed by the effort required to keep the thing on the road.

So why are we now suggesting that the RS makes a great second-hand buy? In recent months we've driven a number of privately-owned RSs and we've come to realise that customer cars were very different to the ones we originally tested. Whether the press fleet machines were 'optimised' for performance- testing we don't know; what we do know is that they were all the same, and we could only report what we found. Our thoughts earned us plenty of stick from otherwise happy owners, but there were no dissenters within the evo team – the RS was condemned unanimously.

The frustrating thing was that we could tell there was a good car in there somewhere, and we wanted very much to find it, because on paper the Focus looked right on target. The RS was packed with impressive hardware, and if you took it away from the road and onto a smooth race circuit it was terrific – balanced, grippy, adjustable and capable of turning in a very decent lap time. But as soon as you put it back on the highway, all of its composure seemed to desert it.

It was three years before we drove one again, but when John Barker got behind the wheel of an RS last summer (evo 083) he was astonished to find it deploying its 212bhp progressively, with little or no torque steer, even over the roughest of surfaces. Without this disorderly distraction he was able to drive it properly and found the steering detailed, the handling taut and controlled. He went on to describe the experience as 'brilliant'. A total contrast to what had gone before.

A month or so later I found myself behind the wheel of a different example and was just as surprised as Barker. The Focus RS is a true drivers' car, everything we originally hoped it would be: an inspiring, spine-tingling fast Ford.

If you missed the RS first time around, we suggest you do what we did and take another look. You might very well be tempted to buy one. And in case that happens, we've put together a comprehensive buying guide covering everything you need to know...

Evolution
At the time of the Focus RS's launch in October 2002, Ford stated that 4501 examples would be built, and it's thought that around 3000 of those came to the UK. Although each RS was individually numbered, they weren't always in sequence; early cars are straightforward, but some of the last cars built were numbered 2500-3000.

All RSs were identical – Imperial Blue was the only colour and there were no optional extras. That said, there were a couple of production variations, and if you chat to RS enthusiasts they will soon begin talking about 'phase one' and 'phase two' cars. The latter can be identified by extra stitching in the base of the front seats to help prevent sagging (although this can be added retrospectively by any main dealer), an easily spotted pink grommet on the throttle cable (to reduce throttle pedal vibration), the addition of the legend 'Engine Start' around the green starter button and, oddly, the removal of the dimmer button for the clock.

More importantly, though, these detail changes were accompanied by an upgrade to the engine mapping. Early cars were supplied with the 'AE' map, while phase two cars had the 'AF' version. Admittedly, the changes were small, but the new map improved fuel economy as well as power delivery and starting. Main dealers are able to upgrade any early car to the more advanced map and many owners have now had this done. If you're looking at an early RS be sure to ask the seller if their car has had the upgrade.

Ford states the power output for the RS as 212bhp, but in the original brochure this was described as a 'minimum figure' and many owners who have put their cars on the rolling road have seen figures as high as 230bhp.

Ford Focus RS checkpoints

History is important when choosing a Focus RS, and here we are referring to more than just the service book. The life an RS has led will affect its fitness, with cars that have seen plenty of track action feeling sloppy compared with cherished examples. Ideally you should be looking for a vendor who uses their RS as a second car. The good news is that generally there is very little that goes wrong with an RS if it is properly maintained, helping to keep running costs low.

Engines
Although the engine has been badged as a Duratec, it is in fact a turbocharged version of the 2-litre 16-valve Zetec 'E' unit found in more humble Focus models of the same era. Reliability is strong, and thus far we have not heard of any failures on unmodified engines. The same can be said for the standard Garrett GT 2560 SG turbocharger.

Unsurprisingly, there are a lot of tuned engines around, with some running as much as 280bhp with the standard internals and turbo without any problems – which says a lot for the strength of the unit and blower.

The Superchips 'Bluefin' is the most popular choice amongst RS chippers, providing big gains for around £500. There are plenty of owners who have made further aftermarket changes, including induction systems, tubular manifolds and uprated turbos and charge-coolers. There are a few RSs around boasting 400bhp...

Blowing up your motor by over-stressing it is not advised, though, because Ford has now stopped building these engines, while a new turbo will cost around £1000.

Like all Zetecs, this engine is sensitive to the type of oil it is lubricated with. It is very important to use the recommended weight and viscosity – either semi-synthetic 5w-30 or, for hard driving and track use, fully synthetic 10w-40.

Coolant leaks are quite common, particularly around the thermostat housing (check for pink stains). Some owners have also had the bonnet lining come away from the skin.   

Exhaust
The RS exhaust is a fairly simple big-bore stainless-steel system. From the cat back it is usually problem-free, but this hasn't stopped quite a few owners changing to an aftermarket exhaust in search of added volume and improved tail-end looks. The most popular replacement item (which is also usefully lighter) is made by Milltek Sport, but Mongoose is another common fitment.

The catalytic converter can sometimes become problematic and fail because of contamination. This is especially common if an atmospheric dump valve has been fitted, since it causes over-fuelling, the excess making its way into the cat. A replacement Ford cat is over £800, and supply is very limited, so many owners choose to fit either an aftermarket high-flow sports cat (around £450) or a de-cat pipe (around £160). Obviously, the de-cat would fail an MOT, but it adds a respectable amount of power and torque, so quite a few RS owners choose to run this way.

Gearbox/clutch
The gearbox has proved itself to be reliable and strong. Essentially it's the same MTX-75 five-speed unit used in the rest of the Focus range, although the ratios have been altered, the internals shot-peened to increase their strength, and there's a new gasket for the casing. Those small changes have worked well enough to cope with chip upgrades. A few high-mileage examples have suffered selection problems with first or reverse, but in most cases this has been caused by too much gearbox oil or poorly adjusted linkages.

The clutch, made by AP Racing, is a pretty hefty unit that feels a little heavy underfoot. It should last for at least 40,000 miles if not abused.

Suspension
The RS runs the same wide-track settings as the WRC car, along with increased negative camber, an 18mm anti-roll bar and Sachs racing dampers. Despite the high workload placed on the suspension, it's rarely found wanting. The only common problem is bushes that wear more quickly than you might expect. This is identified by a knocking noise heard over bumpy roads.

Wheels/tyres
The lightweight OZ Racing five-spoke alloys are strong, but due to the extended track it's not uncommon for them to have been scraped along a kerb. Look out for this damage and signs of poor-quality repair work. The original factory-fit 225/40 R18 Michelin Pilot Sport tyres are no longer made, having been superseded by the improved Pilot Sport 2 version. Front tyres can wear out rapidly if the car is driven hard but, being a common size, prices are reasonable.

In an effort to save weight there is no spare wheel, so under the boot floor there should be a wheel-sized polystyrene blank, with recesses for a Ford tyre-foam puncture repair kit.
   
Brakes
Brembo four-pots and 324mm ventilated discs are standard issue at the front of the RS, while at the rear you'll find the two-pot callipers and 280mm discs from the ST170. Pad wear is high, mainly because these cars are usually driven hard, but replacements are not overly expensive. Most owners choose not to refit Ford pads, though, as aftermarket upgrades can be bought for less. Ferodo DS2500 pads are a popular choice, costing around £100 for a front-axle set.

Trackday goers often upgrade the brake fluid, but for road use the standard Ford choice is well up to the task. Some of the more dedicated track drivers have upgraded the brakes themselves, with AP Racing six-pots and floating discs the favoured items.

Bodywork
The unique front splitter hangs quite low on the RS, making it vulnerable to grounding on kerbs and bumps. That's something you won't want to do, as a replacement will set you back £300. Paintwork tends to suffer over time, too, as it's soft and therefore prone to stone-chips and scarring. Respray work is quite common on the nose and splitter of cars that have covered more than 20,000 miles. The rear wheelarches were originally covered by a protective film, but often this has been removed as it can look tatty when damaged. Replacement film costs around fifty quid.

Interior
The RS's interior is one of those 'love it or hate it' cases. The dashboard and carpets are standard Focus issue, but everything else has been changed. Most noticeable are the blue and black, suede and leather Sparco seats, which are both comfortable and supportive.

These cars originally came with grey 'RS' branded floor-mats, which should be present, as should the leather case for the owner's manual.

The whole cabin is tough and should be rattle-free. The only common problem with the interior is with the Ford 6006e 6-CD changer, which came fitted as standard. Some units develop a problem that makes them drain a fresh battery in a handful of days. However, this can be cured free-of-charge by Ford dealers.

[Danchev]

[ffmk1l]

Ники, излагаш се, не всичко знаят английски все пак, знам, че с копи-пасте е по-лесно, но все пак...

[PcMan]

Секция-та с Parts prices и Service Prices ако го видят от форуми на тузарските марки ще припаднат  Само форд и WRC way!