It was the car that wasn't supposed to happen. For years, American enthusiasts watched from the sidelines as Europe got the "good" Fords—the Escort Cosworths and the early RS models that stayed firmly on the other side of the Atlantic. Then, 2016 changed everything. Ford finally brought the RS badge to the States. It arrived with 350 horsepower, a trick all-wheel-drive system, and a button that literally said "Drift Mode." People went absolutely nuts for it.
But history is a funny thing.
If you look at the 2016 Ford Focus RS today, it’s a complicated legacy. It isn't just a fast hatchback; it's a cautionary tale, a cult classic, and a mechanical marvel all wrapped in a body that looks like a standard commuter car with a massive wing tacked onto the back. Some owners will tell you it’s the best driving experience they’ve ever had. Others will show you a repair bill that costs more than a used Fiesta. Honestly, both are right.
👉 See also: Braided Halo Black Hair: Why This Low-Maintenance Style Is Actually High-Stakes for Hair Health
That Infamous Head Gasket Fiasco
We have to talk about the elephant in the room immediately. You can’t mention the 2016 model year without talking about the "White Smoke of Death."
For a while, Ford was actually putting the wrong head gaskets into these engines. It sounds like a bad joke. Basically, the 2.3L EcoBoost engine in the RS is similar to the one in the Mustang, but the cooling passages are slightly different. During production, some engines were fitted with Mustang-spec head gaskets that didn't quite line up with the RS block’s coolant passages. The result? Coolant would leak into the combustion chamber, leading to misfires and that tell-tale sweet-smelling white smoke from the exhaust.
It was a PR nightmare.
Ford eventually issued a massive Field Service Action (17B32), but the damage to the car's early reputation was done. If you are looking at buying one now, you absolutely must verify that this work was completed. It’s a simple check—dealers can run the VIN—but it’s the difference between a track-day hero and a paperweight. Most have been fixed by now, but there are always a few "low mileage" unicorns out there that missed the recall. Be careful.
The Magic of the GKN Rear Drive Unit
Let's get into the stuff that actually makes this car legendary. Most "hot" AWD hatchbacks, like the Volkswagen Golf R of that era, used a Haldex system. Haldex is fine, but it’s reactive. It waits for the front wheels to slip and then sends power to the back.
The 2016 Ford Focus RS didn't do that.
Ford partnered with GKN to create the Twinster system. Instead of a traditional rear differential, it used two clutch packs. This allowed the car to send up to 70% of the torque to the rear axle, and then 100% of that torque to either the left or right wheel. It didn't just prevent slip; it pushed the car into the corner. It felt alive. It felt like it was trying to help you rotate, which is the exact opposite of how most front-biased AWD cars feel.
Then there was Drift Mode.
People think Drift Mode is a "make me Ken Block" button. It isn't. It softens the dampers and tells the rear clutches to let the back end slide. It’s a bit gimmicky, sure, but in 2016, it was revolutionary for a factory car. It showed that Ford’s engineers actually had a sense of humor. They weren't just chasing lap times at the Nürburgring; they wanted you to have fun in a parking lot.
Living with the "Pogo" Ride
You’ve probably heard about the ride quality.
"Firm" is an understatement. The 2016 Focus RS rides like the dampers are filled with concrete and spite. On a smooth track, it’s incredible. It stays flat, darts into corners with zero body roll, and feels telepathic. On a normal Michigan road or a potholed street in London? It’s brutal.
Owners nicknamed it the "pogo" effect. At certain speeds, the car develops a rhythmic bouncing sensation that can actually make you feel a bit seasick. Ford tried to fix this in later 2018 models by updating the dampers, but for the 2016 owners, the solution was usually going aftermarket. If you value your lower back, you'll probably end up looking at Mountune or KW coilovers.
The interior doesn't help much either. It’s basically a $15,000 Focus interior with some blue stitching and $3,000 Recaro seats. Those Recaros are another point of contention. They sit remarkably high. You feel like you’re sitting on the car rather than in it. For taller drivers, the "t-rex" arm position is a real thing. Yet, despite the cheap plastics and the high seating, once you hit a backroad, you tend to forget about the dashboard.
Real World Performance vs. The Specs
On paper, the 0-60 mph time is 4.7 seconds. In reality, hitting that number is hard.
The launch control system is violent. You pin the throttle, the revs hold at 5,000 RPM, and you dump the clutch. The car hops, the tires chirp, and you’re gone. But doing that repeatedly is a great way to destroy your clutch. Most owners find that in real-world driving, the mid-range punch is where the 2016 Ford Focus RS shines. The overboost function gives you a temporary surge of torque that makes highway passing effortless.
Here is a breakdown of what the car actually costs to run, because it’s not just a Focus:
- Tires: It eats them. The Michelin Pilot Super Sports (or the optional Cup 2s) are sticky and expensive. Expect 10,000 to 15,000 miles if you're having any fun at all.
- Brakes: Huge Brembos up front. They stop on a dime, but the dust is legendary. Your blue wheels will be brown in two days.
- Fuel: It’s thirsty. If you’re getting 20 MPG, you aren't driving it right. Expect 16-18 MPG in the city.
- Oil: It takes 5.7 quarts of 5W-50. Don't use the cheap stuff.
The Modification Scene
The RS was built for tuning. Companies like Mountune were basically sanctioned by Ford, offering kits that kept the warranty intact (in some regions). You can easily push these cars to 400 horsepower with just an intake, an intercooler, and a tune.
But there’s a limit.
The block is an "open deck" design. This is great for cooling, which the RS desperately needs, but it’s not as strong as a closed-deck block found in older Subarus or high-end builds. If you want to go over 450 horsepower, you’re looking at structural reinforcements. Most people stay in the "Stage 2" range, which provides a massive bump in driveability without blowing the engine apart.
Is it Better Than a Civic Type R or Golf R?
This is the question that fueled a thousand forum wars.
The Golf R is the adult’s choice. It’s quiet, comfortable, and has a much nicer interior. It’s also a bit boring. It does everything well but lacks a "soul." The Civic Type R (FK8) is faster around a track and has a better manual transmission—honestly, the Honda shifter is world-class—but it’s front-wheel drive.
The 2016 Ford Focus RS is the rowdy middle child. It’s less refined than the VW and less surgical than the Honda. It’s a car that demands your attention. It’s loud, it pops and bangs on downshifts, and it moves around under you. It’s for the person who wants to feel every bit of the road, even the parts they’d rather not feel.
What to Look for When Buying
If you’re hunting for one of these in the used market, don't just look at the odometer. You need a folder of receipts.
First, check the "C" pillar for paint rubbing issues where the hatch meets the body. It’s a common Focus flaw. Second, look at the drive modes. If "Drive Modes Not Available" pops up on the dash, it’s usually a faulty exhaust valve actuator—a common and annoying failure.
Third, and most importantly: the PTU (Power Transfer Unit). These can leak or overheat if the car has been tracked heavily. Check for oily residue around the front subframe. If it’s bone dry, that’s a good sign.
The 2016 Ford Focus RS is currently in that "depreciation sweet spot." It’s no longer a new car, but it hasn't quite hit "classic" status yet, though prices have remained surprisingly buoyant because Ford stopped making them. There is no MK4 RS. This is the end of the line for the gas-powered, manual, AWD Ford hatch.
Practical Steps for Owners and Buyers
If you’ve just bought one or are about to pull the trigger, here is the immediate checklist to ensure you don't end up with a headache.
- VIN Check for Head Gasket: Go to the Ford ETIS website or call a local dealer. Ensure the 17B32 recall was not just "checked" but actually performed if it was required.
- Mountune Roll Restrictor: The factory rear motor mount is way too soft. It allows the engine to pitch back and forth during hard shifts. Replacing it with an aftermarket one (like Mountune or Cobb) is the single best "cheap" mod you can do to improve shift feel.
- Check for "The Forge" or "Cobb" Tunes: Many used RS models come "divorced" from their accessports. If the car has aftermarket parts but no tuning device, ask the seller why. You don't want a car running a high-boost map without the ability to monitor the engine’s health.
- Cooling Upgrades: If you plan on doing track days, the RS gets hot. Fast. Look into a larger intercooler and potentially an upgraded radiator. The stock system is pushed to its absolute limit in 20-minute sessions.
- Dampers: If the bounce is killing you, look at the DSC Sport Controller. It’s a plug-and-play module that replaces the factory suspension computer and uses the car's sensors to adjust the dampers in real-time. It’s a game-changer for daily driveability.
The 2016 Ford Focus RS isn't a perfect car. It’s flawed, it’s stiff, and it had a rocky start. But it represents a moment in time when a giant car company let their engineers go a little crazy. In an era of sterile electric crossovers and muted automatic transmissions, the raw, vibrating, noisy RS feels like a breath of fresh air. It’s a driver’s car, through and through. Just make sure the head gasket is actually the right one.