EXTERIOR
Ford’s current ST cannot be described as a new car but merely a facelift. The re-profiled façade of enlarged headlamp design aims to align this top-end model with Ford’s new corporate suit seen in the new Fiesta, Ikon and Bantam. Frankly, it doesn’t appeal to me as the initial square-jawed profile did. That look brought fear into rival hatches while this latest work pats down on aggression. Overall, it’s the same car all round with its low lying rear hatch now fitted with a new set of lights for brighter illumination. It’s pretty old but the design of the Focus still has the appeal it did back then. As the images tell, you have to have it in this Electric Orange to save on the vanished aggro and to this day none of the available choices on the ST palette can shock and awe as this particular hue.
The VW GTI (note the missing “Golf”. This is how VW officially refers to it, as a VW GTI) is justifiably a new car. Although many have contested the new look with accusations of less aggression or similar to the old car, there’s no denying either points. Yes, it’s less violent looking thanks to gentler front apron lines though considering it borrows heavily from a once-off monster GTI packing a W12 engine. And yes, there’s a GTI 5 shape hidden there seen largely from the stance of the car accentuated with almost matching dimensions. And won’t even go to the Detroit alloys made famous by the GTI 5. But there’s reason to the madness. VW cite evolution rather than revolution, a tired cliché’ if I may say, but this is exactly what transpired when the GTI 4 morphed into the GTI 5. The reason, I presume, is with keeping value for money and not straying far from the previous car’s list price and it works because for no less than R30 000 more, you get a new shape, a new engine, an upper level numeric (6) and…18 inch Detroits as standard instead of 17s. So yah, physically the Golf looks the business and if it’s the Ford you want, you are never going to strike an imposing aura if it’s not coated Tangerine.
INTERIOR
Both cars are spacious but off the hook, Ford’s upgrade of the cockpit is a touch distasteful. Yes, carbon fibre is the new buzz word and if you are going to milk the trend, Ford, at least squeeze in some handy craftsmanship into the effort instead of badly glued inserts. The addition of pro-2009 items such as a starter-button, Bluetooth and iPhone/iPod connections is on point and the ST is pretty wired with a multi-functions, dual zone climate and all you expect from a 09’ top range model. My gripe is with the leather seats. They are generously padded, a good thing if you are American and a bad thing if you are German. They don’t hug the posterior as firmly as the GTI units and this flaw is glaring at speed when you slide in the opposite direction of a bend while in the GTI, it’s only the world that flies off in a different tangent. No fake carbon in the GTI and instead piano-black inserts give the cabin a touch of upper-class look and feel synonymous with Audi. On furniture and packaging, the Ford loses out. They should learn more about Kaizen.
POWER AND PERFORMANCE
The ST uses the same Volvo-sourced 2.5-litre 5-cylinder turbo motor developing 166kW and 320Nm. Although Jost Capito, Dir special vehicles development at Ford gave me no sensible answer as to why he opted for this Swedish mill that (a) is heavy and (b) is thirsty when he first came here. I’ve always presumed it was because Volvo sales were down and the engineered parts were lonely. Regardless, the motor is a booming source of kiloWatts and torque that out-muscles the GTI. Smooth at take-off and strong once it eases over the turbo-lag range. It’s mated to a 6-speed manual box that’s feels Volvo-ish in movement. It’s neither slick nor slouched but slots in satisfactorily into gears.
VW were lucky. They had the already phenomenal drivetrain and DNA in the form of the 2.0-litre turbo 4 cylinder unit from the GTI 5 to work with. Power is now 155kW and 280Nm brief of the GTI to be an all encompassing hatch of practicality, performance. In our fuel consumption tests, the GTI scored a higher score, drinking less fuel than the ST on all fronts thanks to half a litre less CC and lacking a single whole cylinder. It’s a foregone conclusion that the Ford is stronger. Figures dictate that the Ford wins the arm wrestle contest purely on a “mine (digits that is) is bigger than yours” agreement to disagree.
HANDLING
Unlike the Mito and MINI tweenies we chose not to head out to our 2.1 km test track. We weren’t sure if the ST would overheat under racy conditions as it did back at its launch. However, this is where the varied signatures of both Capito and Joachim Stuck (creator of GTI 6) stand out. Our test route included some decent bends and again, from the off, the Focus did a sterling job of damping out the bumps, signaling to a chassis setup that’s goes well with those over-padded seats; a classic comfort over substance scenario. A bouncy car will drive lovely compared to one with stiff underpinnings. You’d have to go beyond the initial shock of bounce and dip of the ST to yank out its crisp line tracking abilities. It’s comfortable, predictable, and safe. The GTI on the other hand makes a hash of it at start.
A cigar loving industry colleague of ours, older and wiser by his own observation, and who now apparently switched to politics hated the GTI 5 for its firm chassis that punched his kidneys at every road crevice. If you are reading this, Nondaba, you will love the GTI 6 for its new found gentleness to the urinary system at legal-to-normal velocities where you can enjoy a truly Audi A3-ish glide that belies the fact that it’s equipped with a sport chassis with its front end lowered by 22 mm and its rear by 15 mm. Press on beyond the 4000rpm mark and provided you have ‘sport’ dialed in on the new adjustable damper system, the old GTI makes a fiery come back. Grip is galore and steering the thing fast into bends gives a feeling that’s just that… steering into a bend at high speed. This is good as it retains the sensations of performance driving and although new systems such as XDS, an electronic diff-lock mechanism ensure safety, the GTI 6 is prepped to allow the seasoned driver to exert his driving skills a fraction more than in the ST and to boldly go over the line of comfortably playing with fate. Where the ST driver would hesitate slightly at a bend thanks to the tilt and bounce, the GTI driver will simply slice an inside line and steam away. On this angle, we give the handling kudos to the GTI for its precision handling and true-to-the-calling expectations of a hot hatch.
CONCLUSION
The GTI has a better exterior design, far better cabin, far superior internals, and peerless handling. The Ford sneaks away on the horses count but then. Both have plusses and minuses at different levels. The GTI is available in two gearbox choices; 6-speed manual or DSG (Direct Shift Gearbox) which is essentially an automatic box with the option of manual changes via the gear-lever or paddle behind the steering wheel. The latter is your best choice considering traffic congestion while the ST trumps the GTI by having two body shapes; a five-door or a three-door to match personality and responsibility.
If you are fanatical of the blue oval brand, the ST will be the automatic choice, good or bad colour et al. The same applies if you are a VW firebrand. But, should you be at the gulf of no-man’s land and be confused between the two, allow me to inform you that the GTI is your car simply because it’s two cars in one: a comfortable, everyday runner and a weekend jail-time dispenser at will.
The Ford is always rumbling, a conniving, deep throated little devil that’s always urging you to drive a little faster, to plant that pedal to unleash the torrent of noise. “How can it hurt to have a little fun?” it seems to always ask. You’ll finish your fuel in no time that’s what and besides, there’s a laser beam and threat to ban your driver’s license under every bush.
The GTI is a smooth operator, an obedient servant that sees to your every whim and never dictates the order of driving. Let’s drive easy, Yes sir. Let’s drive fast, Right away sir. ‘Nuff said.
-Phuti Mpyane
QUICK STATS
FORD FOCUS ST 5-DOOR
ENGINE: 2.5-litre, turbo petrol
POWER: 166kW / 226hp at 6000rpm
TORQUE: 320Nm at 1600rpm
0 – 100KM/H: 7.6 seconds
GEARBOX: 6-speed manual
TOP SPEED: 236km/h
FUEL AVERAGE: 11.2 l/100km
CO2 e: 266 g/km
WHEELS AND TYRES: 18x8, 225/40 R18
PRICE: R314 900
VOLKSWAGEN GTI
ENGINE: 2.0-litre, turbo petrol
POWER: 155kW / 211hp between 5300rpm and 6200rpm
TORQUE: 280Nm at 1800rpm
0 – 100KM/H: 7.5 seconds
GEARBOX: 6-speed manual
TOP SPEED: 239km/h
FUEL AVERAGE: 9.1 l/100km
CO2 e: 229 g/km
WHEELS AND TYRES: 18x8, 225/40 R18
PRICE: R317 300
*Live exterior pictures of the GTI and ST were taken using a NOKIA 6210 Navigator
