Based on the fourth-generation Ford Focus hatchback, the MK4-generation Focus ST serves as the latest iteration of the Ford hot hatch since the ‘ST’ nameplate debuted with the MK2-generation Focus. 

For the Australian market, the MK4-gen Focus ST was originally sold between 2019 and 2022. 

Under the bonnet is a 2.3L ‘Ecoboost’ turbocharged four-cylinder, sending power to the front through either a six-speed manual or a seven-speed automatic transmission. 

Also, for the first time in a Focus ST and front-wheel drive Ford model, an electronic limited-slip differential was featured. In certain markets, a 2.0L turbodiesel four-cylinder was also available, along with (to our irritation), a wagon bodystyle. 

The Focus ST experienced a subtle midlife update for models made after June 2020, which brought a few cabin enhancements, like a digital instrument cluster, as well as head up display and an advanced lighting system on top-spec Focus ST-3 models.

But the most significant midlife refresh came for models from 2022 onwards, which significantly updated the styling outside with a new grille and headlight designs, new body color options, and minor interior changes like new Recaro bucket seats. 

What goes wrong with a used Ford Focus ST (Mk4)?

Exterior Issues:

Currently, the MK4-gen Focus ST has escaped many of the exterior issues that affect other fairly new cars. Many report the body is proving to be quite well constructed, especially the paint on the ST models, which is quite resilient to stone chips or scratches. 

A few early models did report misaligned panel gaps, but any bodywork issues were reportedly solved under warranty. 

But the truth is, after consulting owners’ groups, forums, as well as multiple technicians and experts on Fords, there are really no concerning exterior issues that affect the MK4-gen ST. 

Interior Issues:

Inside, many report that the ST’s cabin is holding up great and generally feels well constructed, with a good balance of sporting ergonomics and modern tech you come to expect of a hot hatch of this era. 

We do hear of the occasional report of interior rattles, from within the dashboard and door cards, to around the instrument cluster. These have been easily fixed by dealerships under warranty, but other owners mention a lot of DIY solutions that can also resolve them. 

Most of the problems these may experience are sporadic, and the very rare case of an electronic gremlin or issues with the equipment onboard. 

One particular problematic item owners report are the main 12V batteries, either not holding charge or experiencing quicker than normal battery drain. Some report a fully charged, healthy battery can drop 40% of its capacity within 3 hours, or have had to replace the battery multiple times within 30-40,000 kms. 

The main complaints within the interior are centred on the Ford SYNC infotainment systems, specifically on early, pre-update STs fitted with SYNC 3 or early SYNC 4 systems. 

Some claim that, as the SYNC systems also control modules and other commands within the car, older versions of the software can fail to tell these systems to deactivate when the central power is switched off, leading to the battery drain issues mentioned earlier. 

But the good news is, up-to-date SYNC software updates can easily resolve these electronic issues, and if this does concern you, we highly recommend researching Focus ST owner’s groups and forums for solutions, as not all Ford dealerships have been helpful when it comes to issues like these. 

While later Focus ST models (MK4.5 ST) did update this system with a larger touchscreen and SYNC 4 UI, owners still complain these systems can be a bit underwhelming – from laggy input and response times, and general frustration trying to navigate the system. 

Apple CarPlay/Android Auto and Bluetooth connectivity come as standard, but unlike plenty of other cars in this category, they don’t report as many connection issues. 

But we’d also mention that annoyingly, Ford replaced many of the physical dual-zone climate control buttons and knobs with touch-based controls via the infotainment screen, which can be frustrating on another level. 

Automatic transmission models use a rotary-style dial, unlike a traditional gear stick featured within the manuals. It’s a very rare case, it may have problems, but it’s worth keeping an eye on, ensuring it selects gears normally. 

Mechanical issues:

Most of the Australian-delivered MK4-gen STs in the used market should still be covered under Ford’s five-year warranty, meaning they can still receive factory support to fix any issues. 

Engine:

The 2.3L ‘Ecoboost’ turbocharged four-cylinder is the same unit applied in a host of other Ford models, and in case you didn’t know, shares a lot with the engine used in the MK2-gen Focus RS. 

Early versions of this engine (applied to the Focus RS) did report head and cylinder gasket failure, caused by this component being poorly designed, as well as the original design of the engine/cylinder block itself.

There is a machined slot between each cylinder to allow coolant circulation, but it halved the head gasket contact area and caused these aforementioned problems. 

Thankfully, the revised cylinder block, which was applied to all versions of the MK4-gen Focus ST, has no slot and much better head gasket contact, so these are less likely to experience gasket failures. 

The timing chains are also very reliable, with no serious issues known to affect them. The same goes for components like the water pump and ignition coils, and they are really cheap to buy compared to equivalent units from other European brands. 

As these engines don’t feature port injection, high mileage engines can experience their inlet manifolds clogging up, but if they’re well serviced, these should be quite reliable. 

The cooling system parts are made of plastic, as with most modern-era cars, and at this age, they don’t present any serious concerns, but it is something to keep an eye on as these cars get older.

But it’s worth mentioning that these Fords use far fewer plastic components within the engine bay compared to some of their European competitors, which is better for longevity and reliability. 

Transmissions:

The manuals are fairly trouble-free. A few owners have reported selector cables breaking or premature clutch wear, but it’s more or less poor driver technique (ie. rough shifting) that causes these issues. 

Thankfully, the MK4-gen Focus ST uses a variant of the 8F40 eight-speed torque converter automatic transmission used in other models like the Ford Ranger, not the infamous and highly unreliable Ford ‘Powershift’ dual-clutch automatic.

If they’re well serviced and cared for, they can also prove to be generally troubleproof. 

Should you buy a used Ford Focus ST (Mk4)?

On the secondhand market, MK4-gen Focus STs start from as low as $28,000, with the most expensive models around $35-42,000, which isn’t far from their original price of $44,000 when these were still new. 

Unfortunately, of the more popular hot hatches of this age and category, the Focus ST is one of the worst when it comes to depreciation, with manuals faring even worse compared to the automatics and not far off value-wise now compared to a Mercedes-AMG A35. 

For comparison, while a Honda Civic Type R or Hyundai i30N can typically retain 80-90% of its original value, the Focus ST only retains up to 60-70%. 

This isn’t good news if you were among those who bought the ST new, but as a used purchase, there can be some upsides. With most trading between $30-40,000, that means you could one for less than a used Hyundai i20N or Toyota GR Yaris – hot hatches that are significantly smaller and less equipped. 

Plus, as one of the latest iterations of a compact, fast Ford, we feel the MK4-gen ST satisfies all of the criteria very well. 

If you’re the type of person who prefers to remain under the radar, the Focus ST is a prime candidate – compared to a standard Focus, the ST-specific styling is very minimal at best.

Other hot hatches may be overloaded with vents, spoilers, or vibrant exterior highlights, but the ST remains largely invisible out on the road (though for those that want to be a bit ‘shouty’, there are vibrant factory colors like ‘Mean Green’ and ‘Orange Fury’.)

To drive the MK4-gen ST feels significantly improved over its predecessor, with better-tuned suspension/brakes, steering feel, and a more torquey powertrain – helped immensely by the limited-slip differential onboard that helps pull this Ford through the corners. 

It feels as if Ford took the best parts of previous Focus STs, RS models, and even Fiesta STs, and consolidated them all into one package. Adding to its appeal, the MK4-gen ST is proving to be very reliable, with parts and maintenance costs remaining fairly affordable. 

It might not have record-breaking power figures or lap times compared to some of its (overhyped) rivals, but as a car that’s usable and comfortable as any regular hatchback, as well as being a thrill to drive, the all-round package offered by the ST nails this balance perfectly. 

Just one tip, if you’re already considering one – go for the manual ones over the automatics, as the ability to control your own gears offers that little difference to this platform to its fullest.

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