The wheel, though, is multi-adjustable and covered in blue and black hide with an oversteer indicator finished in blue at the top. The gearstick is also sourced from Sparco and finished in aluminum. The stick is framed in a plinth of real carbon fiber, which also holds the starter button and a tiny plaque, displaying the production number.
Starting the RS is a matter of turning the key and prodding the tiny green button beside your left knee. It fires after a couple of seconds and settles to a relaxed and subdued hum.
The 1988cc, 16-valve Duratec unit, which crescendos nicely towards its 6500 rpm redline, is based on the Focus' existing 2.0-liter. But it's been upgraded with an air-to-water intercooler, a custom-built Garrett GT 2560LS water-cooled turbocharger and oil spray-cooled pistons. These modifications are marshaled by a Ford EEC-V engine management system, whose careful programming also accounted for some of the delay in the RS's development schedule.
The result is a dramatic hike in power by 65 percent to 213 hp and an increase in torque by 75 percent to 229 lb-ft at 3500 rpm.
The RS does without an electronic traction control system but Ford's engineers seem to have limited faith in its customer's throttle control. The ECU is programmed to limit torque to 170 lb-ft in the first two gears, which helps the leaden-footed pull away cleanly, but compromises the Focus' sprinting performance.
This car feels quicker than the official 0 to 60 mph at 6.5 seconds suggests, and the 30 to 60 mph fourth-gear sprint time of 8.2 seconds (when the engine's unrestricted) is more indicative of its true potential. Top speed is 144 mph.
Although it's beautifully damped, the ride quality is firm to the point of being uncomfortable and the steering is precise and responsive to the point of being nervous over broken surfaces. But you'll be willing to swap this discomfort for the RS's agility and interaction. It's difficult to think of another front-wheel-drive car that displays such poise, grip and precision. The limits of adhesion are truly extraordinary, and the levels of communication through the seats, pedals and wheel are exceptional. When the 225/40ZR-18 Michelin Pilot Sports do eventually run out of grip, the Focus responds with gentle understeer.
The AP Racing clutch is heavier than expected, but it's easily modulated and the five-speed gearbox has a short, positive shift quality. The brakes-mammoth 12.8-inch ventilated discs at the front and 11.0-inch discs at the rear-stop with alacrity, but the pedal positions on our test car made it difficult to heel-and-toe.
The key to the Ford's performance is a Quaife Automatic Torque-Biasing (ATB) differential, which was specifically developed for this application. In contrast to a more conventional plate-type diff, the Quaife system uses worm gears to transfer the torque between the two front wheels. In dry conditions, on a relatively smooth surface it works exceptionally well and almost eradicates power understeer.
In less ideal conditions, however, it does prove fallible. Dropping the outside tire on to a greasy center line, for example, tends to confuse the diff and create armfuls of torque steer. On bumpy surfaces, where this effect is exacerbated by the hard ride, the effect can be discomforting.
Overall, the new RS is a huge success.
Without making it absurdly expensive, Ford's engineers have imbued the Focus with enough rally character to differentiate it from mainstream rivals such as the Honda Civic Type-R.
It deserves to stand in comparison with the very best and, as our friends from the police will attest, it exudes positive vibes. As Ford's new advertising slogan suggests, "RS is back."