Buying Guide / 2005 - 2010
Ford Focus ST225 Mk2
The 5-cylinder turbo that sounds like nothing else in its class. 225bhp from a Volvo-derived 2.5-litre engine, accessible power delivery, and a chassis with real character.
The 5-cylinder turbo that sounds like nothing else in its class. 225bhp from a Volvo-derived 2.5-litre engine, accessible power delivery, and a chassis with real character.
The Mk2 Focus ST put a Volvo-derived 2.5-litre 5-cylinder turbo engine into Ford's best-handling hatchback. The result is 225bhp, a unique exhaust note, and a driving experience full of character. It shares its engine with the Volvo C30 T5 and the pre-facelift Volvo S40/V50 T5.
These cars are now 15-20 years old, so age-related wear and rust are real factors. Clean, unmodified examples with documented history are becoming scarce. We've compiled 7 known issues for the Mk2 ST in our database. Here are the five that matter most.
Go deeper: Run a free Carwise report on a specific Focus ST to see which issues apply to that exact car, plus full MOT history, mileage checks and a personalised buyer checklist.
The silicone intercooler hoses, particularly the lower intercooler pipe, split with age and heat cycling. When a hose fails, the turbo cannot build boost pressure. The car drops into limp mode with a significant loss of power. It can happen without warning at any speed.
This is the most common fault on the ST225 and affects virtually every car at some point. The good news is that replacement silicone hose kits are inexpensive and the job is straightforward.
Inspect all intercooler pipes for cracks, swelling or oil residue at the joints. During the test drive, check for consistent boost delivery under hard acceleration. Any hesitation or sudden power loss suggests a boost leak. Ask if the hoses have been upgraded to aftermarket silicone.
The clutch slave cylinder on the ST225 is mounted internally, inside the gearbox bellhousing. When it fails, the clutch pedal becomes soft or drops to the floor. The part itself costs under £50, but accessing it requires removing the entire gearbox, which is where the real expense lies.
This is a known weak point across the Mk2 Focus platform. If a clutch replacement is needed, always replace the slave cylinder at the same time to avoid paying for gearbox removal twice.
Press the clutch pedal several times and check for consistent resistance. A soft pedal, one that sinks slowly, or a bite point that wanders up and down are all signs of slave cylinder wear. Check under the car for hydraulic fluid near the gearbox.
Rear wheel bearings are a common wear item on the Mk2 Focus ST, typically presenting at 60,000 miles or beyond. The symptom is a humming or droning noise that changes with speed and may vary when cornering as load shifts between the wheels.
During the test drive on a quiet road, listen for a constant humming noise that changes pitch with speed. Gently weave left and right at 30-40mph. If the noise changes or disappears when turning one direction, the bearing on the opposite side is likely worn. Check MOT history for bearing advisories.
The ST225 uses drive-by-wire throttle with a noticeable rev hang between gear changes. When you lift off the throttle, the revs take a moment to drop, making quick upshifts feel sluggish. This is a factory characteristic of the engine management, not a fault.
Mountune and COBB AccessPort offer recalibrated throttle maps that significantly reduce the rev hang and improve shift feel. This is one of the most popular modifications for the ST225.
During the test drive, note the rev drop speed between shifts. Some rev hang is normal on a stock car. If the car has a Mountune or COBB tune, the throttle response should be noticeably crisper. Ask about any ECU modifications.
At 15-20 years old, the Mk2 Focus is now firmly in the territory where structural rust becomes a concern. The sills, rear wheel arches and front subframe mounting points are the most common areas. Surface rust is cosmetic, but structural corrosion in the sills can result in MOT failure.
Cars from coastal or salt-heavy areas are at higher risk. The availability of clean bodyshells is declining, making rust-free examples increasingly valuable.
Get underneath the car and inspect the sills, rear arches and subframe mounts. Look for bubbling paint along the sill edges and behind the rear wheels. Check the MOT history for corrosion advisories. A car with clean sills and no structural rust is worth significantly more than one with issues.
The Mk2 Focus ST is a riot. The 5-cylinder turbo sounds like nothing else in the class and delivers power in a linear, accessible way. The chassis is fun and forgiving, with a playful front end and enough grip to keep things exciting without being intimidating.
It is not the precision instrument that a Civic Type R is, but it has character and personality in spades. Prices are still accessible but rising as clean examples become scarce. The best buys are unmodified cars with full history and clean underside. Budget for boost hoses and check the slave cylinder, and you have one of the most entertaining hot hatches of its era.
Enter the registration for MOT history, mileage verification, known faults for that exact variant, and a Carwise Score.
Check a vehicle nowCompiled from independent expert sources, specialist workshops and our database of 7 known Mk2 Focus ST issues. We are not affiliated with any source listed.
Hero image credit: Ford Motor Company press image