The Ultimate Buyer’s Guide to the Mk3 Ford Focus RS

AWD hot hatches of the era were universally Haldex-equipped: front-wheel drive by default, with up to 50 per cent of torque shuffled rearward only when slip is detected. A packaging and cost-driven solution, a byproduct of the system is handling that favours stability over agility and outright excitement.  Ford however, found a way to include twin-clutch torque vectoring, breaking the mould and earning the Mk3 RS the nickname of 'Mini Nissan GT-R'.

But not every move Ford made was popular. The five-door only bodyshell upset purists, as did the surprisingly conservative styling, which meant the Mk3 RS could almost pass as a Q-car in a darker hue. Mk2 loyalists also mourned the loss of the five-cylinder in favour of a 2.3-litre ‘EcoBoost’ four borrowed from the Mustang, and simply refused to move on.

The result is that the Mk3 Focus RS has become something of a forgotten gem in the Fast Ford lexicon – undersold on the used market relative to its talent, and overlooked in conversations dominated by German alternatives. Ford has since not only retired the RS nameplate, but the Focus model-line entirely, making the Mk3 the end of an era. And we know how history feels about such machines.

This guide is a long one; we appreciate you may be searching for a specific answer or wish to pick up where you left off. Use the contents below to navigate.

1. Technical Highlights In Detail
2. Reliability, Common Issues, and Maintenance Costs
3. Modifications and Tuning
4. Buying; Market Analysis and Pricing Guide, Optional Extras and Special Editions
5. Exterior, Interior, and Practicality; Living with the Mk3 Ford Focus RS
6. Driving Impressions
7. Key Rivals – Then and Now
8. Conclusion

Mk3 Ford Focus RS Technical Highlights In Detail

Engine and Powertrain

Producing a Mk2 RS500-matching 345bhp at 6,000rpm, the 2.3-litre EcoBoost backs that up with 440Nm (325lb-ft) of torque across a broad 2,000–4,500rpm window. A transient overboost function also pushes that figure to 470Nm (346lb-ft) for an undisclosed period of time.

To extract 39bhp more than the Mustang's version of the same engine, Ford fitted a larger twin-scroll turbocharger and intercooler, a less restrictive intake, and a large-bore exhaust with an electronically controlled valve balancing back pressure against soundtrack. ECU mapping was recalibrated throughout.

The specific output of 150bhp/litre demanded a laundry-list of internal reinforcements. The cylinder head uses an upgraded alloy capable of withstanding higher operating temperatures, mounted on a more thermally robust head gasket. The block meanwhile employs stronger high-tensile cast iron liners, and the radiator was uprated to match.

There are persistent rumours that Cosworth had a hand in developing the cylinder head and gasket – though Ford has never officially confirmed it. Either way, a cylinder head casting is a long way from a ground-up Cosworth YB. Given the weight of expectation any such label would carry, it is understandable that Ford's marketing department has kept its cards close to its chest.

Transmission

Ford’s decision to go manual-only was a brave call in an era when dual-clutch and ZF automatic transmissions were gaining ground with consumers. The close-ratio six-speed unit is supplied by Getrag with both the clutch and gearbox internally strengthened to cope with the additional power.

Ford also declined to fit auto rev-matching, a technology already gaining a foothold among rivals at the time, but did see fit to include an anti-stall aid that restarts the engine via a second clutch depression should the driver get caught out.

AWD Drivetrain in Detail

The Mk3 Focus RS essentially inherits the standard operating procedure of a Haldex system, but elevates it with an innovative rear-drive unit (RDU) with two electronically controlled clutch packs on each rear axle half-shaft.

The system continuously monitors a variety of parameters such as wheel speed, throttle position, steering angle, and yaw rate. When increased demand is detected, the RS can meter out up to 70 per cent of torque to the rear axle – rather than the usual 50 – but in addition, allows it to overspeed the outside rear wheel, greatly enhancing rotation whilst nullifying understeer.

On top of this, the Mk3 can overspeed the rear axle by up to two per cent relative to the front, encouraging oversteer. Also tied-in is the brake-based Torque Vectoring Control, which can brake individual wheels to aid traction.

The AWD system's behaviour is highly dependent on the selected drive mode (Normal, Sport, Track, or Drift). Normal concentrates on outright grip and traction, Track outright agility, with Sport acting as the ideal fast-road intermediate setting. Drift mode is self-explanatory, but one that’s best reserved for controlled environments. Later RS Edition models also quietly gained a Quaife limited-slip differential on the front axle – a significant upgrade that further enhances agility.

For those who favour the dragstrip, launch control, accessed via the touchscreen, autonomously manages torque distribution, overboost and damper settings to deliver the fastest possible acceleration from a standing start.

Despite the undoubted benefits from behind the wheel, there are drawbacks to such a complicated AWD system, the first of which is weight – the Mk3 Focus RS tips the scales at a not inconsiderate 1,569kg (although Ford claims the system itself only incurs a 20kg penalty). The second is higher parasitic losses due to the need to drive the additional components, meaning the RS won’t transfer as much of its flywheel bhp output to the road surface. Ironically, if an identical Focus RS was equipped with Haldex AWD, it would be a fraction slower off the line, but a fraction faster once rolling. There is also a fuel consumption penalty, with the Mk3's appetite for super unleaded surpassing even some six-cylinder rivals.

Suspension and Handling

Up front the Mk3 employs a MacPherson strut arrangement, whilst the rear uses a multi-link independent setup – famously dubbed 'Control Blade' on the groundbreaking Mk1 Focus. Like the AWD system, the adaptive dampers toggle between Normal, Sport and Track settings, which progressively reduce body roll and increase stiffness.

In a move that mirrors BMW’s M division, the steering ditches the variable-ratio rack of the Focus ST in favour of a fixed-rate EPAS for enhanced consistency and feedback. Again, the assistance progressively reduces across the driving modes. As standard, the Mk3 Focus RS came equipped with grey ten-spoke 19in alloys shod with Michelin Pilot Super Sport 235/35R19s, with Cup 2s available as an option. Forged 19in wheels were also offered, saving 0.95kg of unsprung mass per corner. A notable side-effect of the new steering rack and larger tyres is a much bigger turning circle – worth bearing in mind for those with a tight driveway or garage entrance.

Braking is handled by 350mm ventilated front discs clamped by Brembo four-piston callipers, and 302mm solid discs at the rear. No factory brake upgrade was offered.

Reliability, Common Issues, and Maintenance Costs

Production ended in 2018, meaning all Mk3 Focus RS examples on the used market are now out of warranty. What follows is what to look for before handing over your money.

Engine: Head Gasket Failure and Block Cracking

The most notorious issue centres on the head gasket, primarily affecting early production cars from 2016–2017. The root cause was a production line error rather than any inherent design flaw – some cars left the factory fitted with the Mustang derivative's gasket, which was incompatible with the RS's cylinder head design. White smoke from the exhaust, coolant loss and overheating are the warning signs; left unchecked, cracked liners or a warped head can follow.

Ford acknowledged the issue and issued a recall. FSA17832 is the reference number to look for in the paperwork. Critically, Ford's recall programme ceased in 2019 – meaning any car that hasn't had the work completed is now entirely the owner's financial responsibility. Do not proceed without confirmation it has been done.

Engine block cracking is less common but worth awareness, particularly on modified cars. Check for coolant leaks or any sign of oil and coolant mixing. On start-up, listen for rattling from the engine bay – a potential indicator of a loose or damaged timing chain casing.

Turbocharger

Turbo failures are uncommon on standard cars but more prevalent on tuned examples running elevated boost pressures. Excessive exhaust smoke, power loss or an unusual whine under boost are the warning signs. On higher-mileage cars, check for any record of turbo servicing or replacement, and ensure oil changes have been carried out regularly with a quality synthetic – neglect here is the turbo's primary enemy.

Transmission: Gearbox and Clutch

The Getrag six-speed is robust, though a notchy or stiff shift – particularly when cold – is a known characteristic that a gearbox oil change can often resolve.

The clutch is the more pressing concern. Hard use, frequent track work, or incorrect use of launch control can accelerate wear – and slipping the clutch off the line, which might seem the sympathetic approach, actually confuses the system and causes more harm than a hard release. A replacement clutch kit including labour runs to upwards of £1,000.

That said, an early clutch change needn't be a red flag: when the head gasket recall was carried out, Ford also recommended a simultaneous clutch replacement. Unlike the head gasket, Ford declined to cover the cost, and some owners refused on principle, leaving the original in place. If a clutch change coincides with the recall in the service history, treat it as a sign of a conscientious owner rather than a problem car.

All-Wheel Drive System and Rear Differential

The complexity of the twin-clutch AWD system demands proper maintenance to ensure longevity. Rear differential issues are the primary concern, particularly on cars with a track history – whining noises, vibrations or difficulty in tight turns are the symptoms to listen for. Differential fluid changes at the recommended intervals are non-negotiable; neglect this and the repair bill will be significant.

Suspension: Adaptive Dampers and Bushings

Adaptive damper leaks and failures are a known issue on higher-mileage or heavily used cars, with each unit costing £300–£400 to replace. Worn bushings are equally common on cars with a track history – knocking noises, uneven tyre wear or vagueness through the steering are the tell-tale signs. Bushings themselves are inexpensive, but ensure you budget for the labour.

Braking System

Warped front discs are the most common complaint, typically manifesting as vibration or juddering under braking. Check the brake fluid condition too – degraded fluid is often overlooked. Front pads run to £150–£200, discs £300–£400. Under normal use, expect to replace pads around every 20,000 miles.

Electrical and Infotainment

Ford's SYNC 2 infotainment is generally reliable, though freezing and Bluetooth connectivity issues have been reported – ensure the software is up to date before purchase. Malfunctioning parking sensors are a known complaint, and batteries can suffer on cars that have seen infrequent use – don’t forget to check all electrical systems on the test drive.

Maintenance Costs and Service Intervals

• Oil change: every 6,000–10,000 miles or annually. Budget £100–£150 for a quality synthetic.
• Major service: every 37,500 miles or three years, covering air filters, spark plugs, brake fluid and a full inspection. Expect £400–£600 depending on the garage.
• Water pump: recommended at around 60,000 miles – £300–£400. Note the Mk3 uses a timing chain rather than a belt, so no cambelt change to factor in.
• Rear differential fluid: every 30,000 miles – £150–£200. Non-negotiable.

Modifications and Tuning

Many Mk3 Focus RS examples on the used market will have been modified in some way – remaps, intercooler upgrades and exhaust systems are the most common. These can enhance performance but accelerate wear on the clutch, gearbox and turbocharger. One company however offers a more reassuring entry point into tuning.

As an official Ford UK partner, Mountune's FPM375 was available as a dealer-fit option that did not invalidate the manufacturer's warranty. The M400 and M450 packages were not Ford-sanctioned – worth knowing if the car you're considering carries any remaining third-party warranty cover.

Mountune FPM375
Power: 370bhp (375PS) – Torque: 376lb-ft (510Nm) – 0-62mph: 4.5 seconds
Key components: High-flow induction kit, uprated recirculation valve, mTune handset, intercooler pipe upgrade.

Mountune M400
Power: 395bhp (400PS) – Torque: 413lb-ft (560Nm) – 0-62mph: 4.3 seconds (est.)
Key components: All FPM375 components plus upgraded recirculation valve, high-flow induction, exhaust downpipe, M400 calibration.

Mountune M450
Power: 444bhp (450PS) – Torque: 428lb-ft (580Nm) – 0-62mph: 4.0 seconds (est.)
Key components: All M400 components plus uprated fuel system, high-performance turbocharger, front-mounted intercooler, M450 calibration.

Popular Aftermarket Modifications

Exhaust: Milltek Sport, Scorpion, Remus 
Intake: Mountune, Revo Carbon Series, AIRTEC Stage 2 
ECU Tuning: Mountune, Revo, Dreamscience iMap 
Intercoolers: AIRTEC, Pro Alloy 
Suspension: Eibach Pro-Kit springs, KW Variant 3 coilovers, Mountune Clubsport kit

Wheel Alignment Specialists

Centre Gravity (Atherstone, Warwickshire)
Powerstation (Tewkesbury, Gloucestershire)
Suspension Secrets (Congleton, Cheshire)

Market Analysis and Pricing Guide

As of early 2026, standard Mk3 Focus RS examples typically trade between £20,000 and £27,000, with higher-mileage or modified cars sitting at the lower end and clean, later 2018 cars commanding the premium. Values have softened a fraction over the past two years as the broader used performance car market has corrected – good news for buyers.

Documented Mountune upgrades, particularly the dealer-fit FPM375, can support a modest premium providing paperwork is in order. Heavily modified examples with non-OEM tuning tend to sit at the lower end of the range, deterring buyers wary of unknown history.

The trajectory for clean, standard cars points upward in the long run – the Mk1 and Mk2 RS have both demonstrated how Fast Ford values behave once supply tightens and a generation of enthusiasts reaches buying age. The Mk3's relatively modest production run of 7,430 UK cars will do the same work in time.

Special Editions and Variants

Toward the end of Mk3 Focus RS production Ford introduced three UK-specific special editions, each progressively rarer than the last.

RS Edition

Introduced in 2017, the RS Edition was limited to 500 UK units – half the figure originally cited. Available exclusively in Nitrous Blue with a gloss black roof, mirrors and rear spoiler, it was the most visually distinctive standard RS and the first to receive the Quaife front limited-slip differential as standard. Carbon fibre interior trim and Recaro shell seats completed the package. Expect to pay £28,000–£35,000 for a good example today.

RS Red Edition

Three hundred examples of the Race Red Edition followed in early 2018, priced at £36,295 new – £500 above the RS Edition. Mechanically identical to the RS Edition, adding the Quaife differential and sharing the same black roof, spoiler and mirror treatment, but with grey-finish Brembo callipers distinguishing it visually. Greater rarity than the RS Edition but without the mechanical step-up of the Heritage Edition – the Red Edition occupies an interesting middle ground. Current values sit in the region of £30,000–£38,000 depending on condition and mileage.

RS Heritage Edition

With just 50 examples built exclusively for the UK market, the RS Heritage Edition was and remains the most expensive Mk3 Focus RS. 

Rather than offer any bespoke mechanical upgrades, the Heritage Edition cherry picked the best optional extras – Quaife differential, carbon trim and black leather Recaros – and added the FPM375 Mountune package, lifting power to 370bhp. The big change was the exclusive Tief Orange, a colour chosen to honour the 50th anniversary of Ford's RS badge, echoing classic Escort RS models.

Values for the best examples now exceed £60,000, driven by rarity. For some, that retro hue will be worth the premium.

Need to Know – Key Optional Extras

Recaro Seats: Half-leather Recaros are standard in charcoal, with blue bolsters on Nitrous Blue cars. The optional Recaro shell seats (£1,145) offer greater lateral support but sacrifice height adjustment entirely – a criticism levelled by most road testers at launch. If the car you're viewing has them fitted, ensure the driving position works for you before proceeding.

Forged Alloys: Standard fitment is a gunmetal grey ten-spoke 19in alloy. The forged alternative – a twin-spar five-spoke pattern in black only – was available for £595, saving 0.95kg of unsprung mass per corner. Worth having if you can find them.

Paint: Stealth Grey was the only standard, no-cost colour – a solid, non-metallic finish. Four options were available at extra cost: Frozen White (£250, solid), Shadow Black (£525, pearlescent), Magnetic (£525, metallic) and Nitrous Blue (£745, metallic).

Luxury Pack: 
Electric folding mirrors, cruise control, keyless entry and rear privacy glass.

Satellite Navigation:
Bundled with Ford's SYNC2 system, a rear-view camera and an uprated speaker system.

Winter Pack:
Heated front seats and heated steering wheel – the latter available as a standalone option. Note: incompatible with the Recaro shell seats.

Protection Pack:
Four rubber floor mats and a boot liner.

Bike Pack:
Thule 298 carrier and roof base for transporting bikes without boot intrusion.

Living with the Mk3 Ford Focus RS

Exterior Design and Styling

At the Mk3's launch, Ford of Europe's exterior design supervisor Ernesto Rupar openly acknowledged that the marketing department had demanded the styling be toned down – a consequence of the Mk3 being the first Focus RS sold globally rather than in select markets. All enhancements were to be purely functional, with none of the superfluous aggression that characterised the thuggish Mk1 and Mk2.

The five-door bodyshell ruled out the wide arches of the earlier cars – re-engineering the doors was simply too costly. The air cooling vent behind the front arches disappeared too. Rupar even admitted the design team looked to the Audi RS3 for inspiration – think less Sierra Cosworth Whale Tail, more 4x4 Sapphire Cosworth in its discreet intent.

It remains unmistakably an RS nonetheless. The large front grille feeds the engine and intercooler, a prominent splitter manages airflow beneath, and side skirts visually lower the stance. At the rear, the RS-badged roof spoiler generates downforce while the bumper layout – diffuser flanked by twin large-bore exhausts – will be immediately familiar to Mk2 owners.

Interior Design and Build Quality

Blue stitching runs throughout the cabin – seats, steering wheel, gear shifter – and the RS-specific flat-bottomed wheel has a noticeably thicker rim than the standard Focus item. Behind it, RS-specific dials and a digital display show performance data including boost pressure and oil temperature. Ford's SYNC 2 infotainment handles navigation, Bluetooth and Apple CarPlay/Android Auto from an 8in touchscreen.

The interior won't trouble German rivals aesthetically, and harder plastics appear on the lower door panels and centre console. But build quality is solid, the switchgear doesn’t feel flimsy, and the overall impression is of a car built to last.

Practicality

The five-door bodyshell – a point of contention for some – at least delivers genuine everyday usability. Rear seat space is reasonable for adults, though the sloping roofline can intrude for taller passengers. Boot space is 260 litres with seats up – slightly compromised by the AWD hardware – expanding to 1,045 litres with the 60/40 rear seats folded.

Fuel Economy

Expect around 30mpg in mixed driving, dropping to the mid-to-low teens when the RS is being used as intended. Rivals can offer 5–10mpg more on average – and in the case of the BMW M140i, that's from a six-cylinder engine. The 51-litre tank delivers a real-world range of approximately 320–340 miles depending on restraint.

Behind the Wheel

Despite the more reserved styling, the Mk3 Focus RS displays its Fast Ford credentials from the moment you press the starter button. Don’t be put off by a car with the standard Recaros – they hold you firmly, and the elevated driving position is less of a compromise than the optional shell seats. Taller drivers will find themselves closer to the headlining than they'd like.

The EcoBoost offers real substance in the mid-range, and the twin-scroll turbo builds boost with little of the lag you might expect from an engine with a high specific output. The six-speed Getrag is a willing partner; not the finest manual in the class – that distinction belongs to the Honda Civic Type R – but more satisfying than anything offered by the Golf R or M140i, with a mechanical precision that rewards deliberate inputs. The clutch is well-weighted and transparent – firm enough to feel purposeful without becoming tiresome on a long run.

Where the Mk3 reveals its true character is on a flowing B-road. Turn-in is sharper than the car's weight suggests it has any right to be, as if the AWD system is scanning the road ahead and calculating the torque distribution in advance. There is genuine rear-end involvement here – not the passive stability of a Haldex system, but something that actively participates in the cornering process. The car rotates, adjusts, and communicates in a way that keeps the driver at the centre of the action.

The adaptive dampers earn their place too. Normal mode is genuinely liveable on imperfect roads, Sport the natural setting for an enthusiastic B-road pace. Track mode is best reserved for smooth tarmac – the UK's road surfaces will expose its limitations readily enough.

The steering, fixed-ratio and progressively weighted through the drive modes, isn’t the last word in communication, but it is trustworthy and placing the car quickly becomes second-nature.

What the Mk3 Focus RS ultimately delivers is a driving experience that few hot hatches have matched at any price. German alternatives may offer greater refinement, broader ability and more prestige – but they rarely hit the same highs. Speaking of rivals…

Mk3 Focus RS - Key Rivals - Then and Now

MK7.5 Volkswagen Golf R

The Mk7.5 Volkswagen Golf R stands as one of the most significant rivals to the Mk3 Focus RS. Powered by a 2.0-litre turbocharged four-cylinder engine, the Golf R is down on power (306bhp), but also down on weight meaning an identical 0-62mph time of 4.9 seconds. The Golf R is known for its balanced driving dynamics, with a more refined and less aggressive nature compared to the Ford – mainly down to its Haldex system.

While it may lack the rawness of the Focus RS, it makes up for it with everyday usability, comfort, and more premium feel. The Golf R also benefits from the extensive Volkswagen aftermarket scene, allowing owners to unlock additional power with relative ease – some say at the expense of the car’s image. Prices for a used Mk7.5 Golf R in good condition typically range from £15,000 to £25,000, depending on mileage, condition, and spec.

BMW M140i

The M140i and its M135i predecessor are hot hatches that have carved out their own niche, thanks to the adoption of rear-wheel-drive and a silken straight six engine. Although their dynamics might not be a match for the sharpness of the Focus RS, the unique powertrain still produces an entertaining drive, and the aftermarket support for the car is huge with endless tuning options and handling upgrades. 

Like the Golf, the BMW has somewhat become a victim of its own success, suffering from an image problem – but you really shouldn't hold that against it. Best paired with the excellent ZF 8-speed automatic transmission, the M140i brings class-leading economy despite the two additional combustion chambers. The 1 Series is also a highly dependable car, consistently topping WhatCar? reliability surveys for family-class cars. Expect to pay between £14,000 and £30,000.

Mercedes-AMG A35 and A45

The Mercedes-AMG A35 and A45 represent the more premium end of the hot hatch spectrum. When the Mk3 Focus RS was on sale, the A45 possessed 376bhp and 350lb-ft (475Nm) of torque. This impressive power output made it the most powerful 2.0-litre production engine at the time. 

The A45’s power was sent to all four wheels via a 7-speed dual-clutch transmission and a Haldex all-wheel-drive system, enabling a 0-62 mph time of just 4.2 seconds. Critics noted that it lacked the playful, engaging nature of the Ford, calling the early A 45 a blunt instrument of speed. The interior however, was a step above, offering a premium feel with high-quality materials and advanced tech features.

Its little brother is the A35, with 302bhp offering a more accessible entry point into AMG ownership. Both models come equipped with all-wheel drive and are known for their straight-line speed and aggressive styling. Expect to pay £18,000 to £50,000 for a used A35 or A45, depending on the model year and condition.

Audi RS 3

The Audi RS 3, particularly the 8V pre-facelift model produced from 2015 to 2017, is another on-paper rival to the Mk3 Focus RS. 

Equipped with Audi's signature 2.5-litre five-cylinder turbocharged engine, early cars delivered 362bhp and 343lb-ft (465Nm) of torque. This engine was mated to a 7-speed S tronic dual-clutch transmission and the quattro all-wheel-drive system, giving the RS 3 a 0-62mph time of 4.3 seconds. The RS 3 is famous for its distinctive five-cylinder soundtrack – a key part of its appeal.

Like the A 45, many feel the RS 3 lacks the playful, driver-focused dynamics of the Focus RS, with persistent power understeer blotting the copy book.

Later versions of the RS 3 offer a formidable 395bhp, meaning the RS 3 is also a straight-line hero, with a 0-62mph time of just 4.1 seconds. Prices for a used Audi RS 3 typically fall between £22,000 and £50,000.

FK8 Honda Civic Type R

Two generations of turbocharged Civic Type R straddled Mk3 Focus RS production, and due to the Ford’s strong residuals the later FK8 of 2017 onwards is actually the closer aligned in today’s market. 

Another landmark driver-centric hot hatch, the 316bhp Type R is an even sharper car to drive than the Focus despite remaining front-wheel drive, and has a more responsive powertrain. Whilst its OTT styling remains a divisive subject, it does offer some of the attitude missing from the Fast Ford. Expect to pay £25,000 to £40,000.

Toyota GR Yaris

Assuming you’re looking at buying the AWD Ford as a weekend proposition, the GR Yaris is the giant fly in the RS ointment. Its three-cylinder engine might sound undernourished with 261bhp, but the Yaris still accelerates as hard thanks to its sub 1,300kg kerb weight. It's also even faster across the ground, changes direction better and has even more AWD hardware packed into its smaller footprint. The gear change and steering are sweeter too and the engine revs out to its 7,000+ rpm redline with real gusto. It even has a similarly lofty driving position.

The killer blow is the relative newness of the Toyota means it’ll still have the balance of a 5yr manufacturer warranty left. And if the car has been serviced by Toyota, that warranty can be extended to ten years for no extra cost. Secondhand values for the GR Yaris start from around £27,000. Hard to ignore.

Mk2 Ford Focus RS

If you’re a dyed in the wool Blue Oval fan, strong residual values also mean the Mk2 RS should be on your radar. Priced from £22,000 to £60,000 for the ultra rare RS500 variant, the Mk2 Focus RS is certified Fast Ford royalty. And if you find one with Ford approved Mountune upgrades, it’ll be just as accelerative and exciting to drive. It’ll also turn more heads with its muscular styling and distinctive five-cylinder warble.

Conclusion

Despite being out of production, the Mk3 Focus RS remains an extraordinary achievement in the hot hatch segment, one that has as much in common with JDM performance cars like the Mitsubishi Lancer Evolution and Subaru Impreza WRX as it does with its European rivals. Think of it as the perfect bridge between the two worlds: getting within touching distance of an Evo's dynamics without the heartache of 5,000-mile service intervals, yet still refined enough to challenge the Germans on their own terms – if not on prestige.

It also reset expectations for the class. The RS3's rear-biased quattro, the Mk8 Golf R's torque-vectoring rear axle and the A45's increasing focus on driver engagement are all responses to a Ford that raised the bar. For a car that lasted barely two years in production, the influence is disproportionate.

Assuming the head gasket recall has been completed, the Mk3 Focus RS is a more dependable proposition than its reputation sometimes suggests, and the community support is strong. Our pick remains a Nitrous Blue RS Edition with the FPM375 upgrade: 370bhp, a Quaife differential, and a colour that suits the car's character. The Quaife was a detail Ford never made much noise about, an oversight given how much it elevates an already excellent chassis.

The firm low-speed ride and thirsty EcoBoost are the only real caveats, and neither will surprise you after your first week of ownership.

Just make sure you test drive a Mk2 Focus RS, a Toyota GR Yaris and an FK8 Civic Type R before you hand over your hard-earned…