A characterful hot hatch loved for its unique 5-cylinder turbo soundtrack and engaging handling. Popular as an affordable performance car with reasonable running costs for the class. Main concerns: cylinder liner cracking (particularly on 2008/58-plate cars and tuned examples), PCV diaphragm failure causing whistling noise, clutch wear especially on remapped cars, and rear wheel arch rust where bumper rubs paint. The 2008+ facelift models are more reliable with updated PCV system, improved turbo housing, and revised alternator. Timing belt interval is 125,000 miles or 10 years, but specialists recommend 70,000 miles or 7 years for peace of mind.
Thin cylinder walls crack from heat stress, more common on 2008/58-plate cars and tuned engines · more· less
The Duratec 2.5L engine uses wet cylinder liners (open deck design) with coolant flowing around them. To increase capacity from the Volvo 2.3L base, Ford bored out the cylinders, making the liner walls thinner between cylinders—the weakest and hottest points. Cracks can occur even on stock cars with low mileage, though it's more common on 2008/58-plate production runs and tuned cars producing over 300 hp due to increased heat. Early symptoms include coolant loss, white smoke, or coolant mixing with oil. Prevention: "block mod" costs €500-700 (metal shims between liners) when done during timing belt service, adding peace of mind. Cars above 330 hp should definitely have this mod. Ultimate fix: RS block swap or upgraded steel liners.
PCV diaphragm failure (oil separator)€150 - €250
Pre-facelift cars suffer diaphragm rupture causing whistling noise at idle · more· less
Very common on pre-facelift (2005-2007) models. The PCV valve diaphragm inside the oil filter housing collapses, creating excessive crankcase vacuum. Symptoms: loud whistling or "kettle" noise at idle that disappears when you remove the dipstick or oil cap. You'll feel strong suction at the oil filler when it should be blowing slightly. If ignored, can cause breathing issues and split the rocker cover breather hose. Ford part costs around €175, though aftermarket diaphragms are available for €20-30. Some mechanics replace just the diaphragm to save costs. Facelift (2008+) models have an updated, more reliable diaphragm. This was fixed under recall in North America but not Europe.
Rear wheel arch rust€400 - €1,200
Bumper rubs paint off wheel arch edges causing rust bubbling · more· less
Very common issue on Mk2 Focus. The rear bumper doesn't fit precisely and rubs the lacquer and paint off the wheel arch edges where it meets the bodywork. Rust appears as bubbles at the bottom edge of the arch meeting the plastic sill extension, and on the inside lip where the liner sits. Front arches can also rust from the inside near headlights and where they meet the sills. Ford denies there's a manufacturing defect and attributes it to "bumper rub," often rejecting warranty claims even with full service history. Proper repair: remove bumper, grind rust, treat metal, fill, paint. Prevention: install thin rubber strip between bumper and arch, adjust bumper away from bodywork. Expect €400-600 per arch for professional repair and repainting.
Clutch and dual-mass flywheel failure€700 - €1,400
Clutch slips on remapped cars, dual-mass flywheel can fail around 70,000 miles · more· less
Standard clutches struggle with remapped power (especially above 280 hp). Early 2007 models had weaker clutches. Symptoms: slipping under acceleration, high bite point, difficulty shifting, shuddering. Release bearing (concentric slave cylinder) failure is also common, causing gritty pedal feel and incomplete return. Typical clutch life: 60,000-100,000 miles on stock cars, much less if tuned or driven hard. Full replacement at specialist: €700-950 including RS clutch kit (recommended if planning mods). Budget €200-300 extra for flywheel if needed. Dealers charge significantly more (€1,200-1,500). Always replace the slave cylinder with the clutch to avoid doing the job twice.
Boost solenoid failure€40 - €150
Causes erratic boost, limp mode, and EPC warning light · more· less
Very common failure on both standard and remapped cars. The standard solenoid is weak and many owners replace it as preventive maintenance. Symptoms: erratic boost pressure, bouncing boost gauge, large boost spike when lifting throttle, or no boost at all (car limited to wastegate spring pressure of ~12 psi). May trigger P0299 code and limp mode. Standard replacement costs €40-50, uprated units (IPD recommended) cost around €100. Located behind wheel arch making access tight but replacement takes only 15 minutes once accessed. Some owners change these regularly due to frequency of failure.
Front lower wishbone bushings€200 - €350
Bushings wear causing squeaking over bumps, knocking, and uneven tire wear · more· less
Common wear item, especially after 50,000 miles or 4-5 years. Symptoms: squeaking over bumps when fresh, knocking sound when severely worn, wandering or pulling to one side, uneven tire wear. Often the bushings cannot be replaced separately, requiring complete lower control arm replacement (arm includes ball joint). Some owners report oil leaking from bushings even at low mileage (27,000 miles). Aftermarket polyurethane bushings are available and significantly improve handling, though they can squeak and may be too firm for daily driving. Important: only tighten mounting bolts with car on the ground or suspension loaded, otherwise bushings will be pre-twisted and fail prematurely.
Driveshaft CV joint wear/clicking€200 - €400
Clicking on full lock, clunking between gears, Ford TSB glue fix often temporary · more· less
Ford issued a TSB (Technical Service Bulletin) for CV joint to hub clunking, with a glue fix to stop movement at the splines. However, many owners report clicking returns within weeks. Common symptoms: clicking on full lock (check both forward and reverse as wear pattern differs), chattering between gears, rattle over sharp bumps, visible play when pulling driveshaft back and forth. Some owners say "the driveshafts always click" on the ST and it's unavoidable. Cheap aftermarket shafts have short lifespans—use quality refurbished Ford units or OE suppliers. If only the boot is damaged, CV boot kit with genuine grease and clips costs €30-50. Complete shaft replacement: €200-400 per side depending on quality.
Water pump failure€400 - €700
OEM pumps are reliable but cheap pattern parts fail quickly · more· less
The original equipment water pump has no history of failure, but cheap aftermarket replacements often fail prematurely—sometimes the impeller spins on the shaft at high RPM or fractures, blocking coolant flow. Symptoms: overheating, coolant warning light, poor cabin heating, coolant loss. Often replaced during timing belt service. Always use genuine Ford or quality OE parts (not pattern parts). The pump can seize to the block due to corrosion, requiring removal of engine mount and raising the engine for access. If stuck, you may need to remove the thermostat and hammer it out with a brass punch. Always replace thermostat at same time to avoid another coolant drain shortly after.
Alternator failure€300 - €550
Pre-facelift 2006 models prone to failure, bad diodes cause battery drain · more· less
Alternator failure was quite common on early ST models, particularly 2006 cars. The facelift (2008+) received a revised alternator part. Failure modes: undercharging (battery light appears), overcharging (damages other components), or diode failure causing parasitic battery drain. Symptoms: battery goes flat after 3 days parked, voltage stays at 12.2V even with engine running (should be ~14V), or overcharging above 15V. Bad diodes allow current to flow backwards through the alternator when the car is off. The Focus ST also has a smart charging system that stops charging once battery is full—this component can fail separately from the alternator. Replacement options: OE or Denso units recommended. Non-genuine alternators may have unstable voltage at different RPM and loads.
Reliable for a hot hatch, but monitor key areas
The Focus ST Mk2 is generally dependable when properly maintained, with many owners reporting trouble-free ownership for years. The 2008+ facelift models fixed several early issues. Most problems are well-documented and caught early with regular inspection. The cylinder liner issue is the only catastrophic risk, but it affects a minority of cars—many run past 200,000 miles without issue. Budget for normal wear items (clutch, bushings, rust repair) and stay on top of the PCV diaphragm and boost solenoid.
Pre-Purchase Inspection Checklist
General checks
Service history
Complete records essential. Verify timing belt done at 70,000 miles or 7 years maximum. Check oil change intervals were followed.
Tires
Standard size 225/40R18. Check tread depth, age (date codes), and uneven wear indicating suspension issues.
Cold start
Must start engine completely cold. Listen for the characteristic 5-cylinder burble. Any unusual noises are red flags.
Test drive
Minimum 20 minutes including varied speeds and full-throttle acceleration to check boost system.
Modification check
Determine if car is remapped—power above 260 hp indicates tune. Ask about mods and check if supporting upgrades were done properly.
Specific for this vehicle
Check for PCV diaphragm failure
Listen for whistling/kettle noise at idle. Remove oil cap while idling—should blow slightly outward, not suck inward. Pre-facelift cars especially prone.
Inspect all wheel arches for rust
Look carefully at rear arch edges where bumper meets bodywork. Check inside arch lips and front arches near headlights. Rust bubbling very common.
Coolant pressure test for liner cracks
Essential check. Look for coolant loss with no visible leaks, white smoke from exhaust, or milky oil. Compression test recommended on high-mileage cars.
Test boost system thoroughly
Drive in boost and watch boost gauge. Should reach full pressure smoothly. Check for large spike when lifting throttle (indicates faulty boost solenoid). No EPC warning light.
Clutch slip test
From 30 mph in 5th gear, floor the throttle. Engine RPM should rise proportionally with speed increase. Revs climbing without acceleration = slipping clutch.
CV joint clicking test
Turn steering full lock both ways and drive slowly forward and reverse. Listen for clicking, clunking, or chattering sounds from driveshafts.
Check for front suspension wear
Listen for squeaking over bumps. Jack up front and check for play in wheel bearings and lower ball joints. Look for oil seeping from bushings.
Verify timing belt history
Confirm cambelt changed within last 70,000 miles or 7 years. Ask if water pump and block mod done at same time. Check for receipts.
Electrical system check
Start with battery fully charged. Voltage should be 12.6V off, 14V running. Battery should hold charge for at least 5 days parked (alternator diode test).
Recalls and Technical Service Bulletins
Engine cooling fan corrosion (80,000+ cars)Fire risk - verify completed
Power steering pipe defect (15,000 cars)Verify completed
Driveshaft spline clunking TSBGlue fix often temporary
PCV diaphragm failure (pre-facelift)Recall in North America only
Brake warning light C1141/C1142Wheel speed sensor ring issue
Check Ford's ETIS system (www.etis.ford.com) or NHTSA database with VIN to verify all recalls completed. The cooling fan recall is particularly important due to fire risk. Many TSBs exist for this generation—check with a Ford specialist for model-specific bulletins.
Warranty Status
Factory warranty (3 years)Expired on all Mk2 models
Paint warranty3 years - expired
Anti-perforation warranty12 years - may still apply
All Focus ST Mk2 cars are outside original warranty. The 12-year anti-perforation warranty may still apply to later models, but Ford often denies rust claims attributing them to "bumper rub" rather than manufacturing defect. Body warranty requires stamped inspection records to remain valid. Extended warranties from third-party providers typically exclude wear items and may not cover modified cars.
This report is for informational purposes only and does not constitute professional advice. Estimates may be inaccurate. Always have a qualified specialist inspect the vehicle before purchase. We accept no liability for decisions made based on this information.