Audi A3 VS Ford Focus
- Sedan styling looks superb
- Quattro all-wheel drive on highest grade
- AEB on all grades
- Plain standard interior
- Limited rear legroom
- Low on standard features
- Refined styling
- Roomy interior
- Advanced safety equipment
- Blind spot warning standard only on Titanium
- Auto transmission can seem indecisive
- No manual gearbox
Audi’s A3 is one of the most affordable ways into this prestige German brand. But like some amusement park mirror maze you’ll find with so many A3 variations there are numerous, seemingly identical ways into the model.
Which one do you choose? There’s a sedan, a hatch, and a convertible with four different engines, not to mention front- or all-wheel drive.
That’s why this range review is here – to guide you through the A3 hall of mirrors, and identify the right model for you.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Ford has just released its new-generation Ford Focus. Do you know what that means? It means we're at a monumental point in history that, while nobody will ever really remember it, could impact you greatly.
Because like the automotive equivalent of planetary alignment, we are reaching a moment when Toyota, Mazda, Hyundai and Ford will have all brought their latest-gen small cars to market at about the same time.
Okay, you may not find that exciting. But it means you've now got the most current technology, styling and safety features to choose from right across the board, with Ford the latest to throw everything it's got at its new small-car contender.
All that and more as we take you through the launch of the 2019 Ford Focus, where we tested the hatch in the Trend and ST-Line grades, and the new wagon, too.
|Engine Type||1.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
The Audi A3 is now five years into this current generation and it’s beginning to show its age in terms of tech and styling in the cabin, despite updates adding new equipment. It’s expensive compared to most small cars but is spot-on for a prestige vehicle.
The Sedan is, in my view, the best looking small sedan on the planet and offers the biggest boot space in the A3 range. The Sportback, however, is arguably more practical, with better legroom, headroom and cargo carrying ability (with the rear seats down). The Cabriolet has the same perfect proportions as the sedan, but like all good convertibles doesn’t make practicality a priority.
The sweet spot of the range would have to be the Sportback 2.0 TFSI quattro S Line with its $50,000 list price making it the most affordable but most 'specced up' A3 in the entire range.
You have $50,000. Do you buy an entry-grade Audi A3 Cabriolet, a 2.0 TFSI Sport Sedan or a Volkswagen Golf R? Tell us what you think in the comments below.
Different but more refined looks, a smaller but powerful-for-its-size engine, plenty of advanced safety equipment and more room than ever before, the new Ford Focus is much better than the model before it. And it has to be – the competition is fierce.
The sweet spot in the range is the ST-Line hatch with its long list of standard features, comfortable ride and impressive handling.
Is the new Focus a car to take on the might of Hyundai and Toyota? Tell us what you think in the comments section below.
The A3 comes in three body styles: a five-door hatch, which Audi calls the Sportback; the four-door Sedan, and a two-door convertible which it refers to as the Cabriolet. It may not surprise you to learn they're all different sizes, too.
The Sportback doesn’t look like the shortest of the three but at 4313mm end-to-end it’s 145mm shy of the Sedan and 110mm shorter than the Cabriolet. But those exterior dimensions don’t tell the whole story on interior space. So, which one is more practical? We’ll get to that.
But first, the looks. The Sportback has a wagon-like appearance with its large (for a hatch) rear quarter windows. If you think it looks longer than a regular hatchback, you’re right: a Volkswagen Golf is 50mm shorter even though it shares the same platform as the A3.
However, unlike the Golf, there’s something about the Sportback’s proportions which doesn’t seem balanced.
Then there’s the A3 sedan. Now this is a perfectly proportioned car. Looking like a miniature version of the A8 limo, the A3 is one of the only tiny sedans on the planet that looks fantastic.
The Cabriolet is based on the Sedan, and it too looks beautifully proportioned. Soft tops, when they’re up, never do much for a car’s profile. Be it a Bentley or an A3, they always look better down. When the roof is down the A3 appears lower, sleeker, and tougher.
While all A3’s have the same grille and headlight design the rear treatment of the Sedan and Cabriolet is more refined with their blade-like tail-lights and boot lid lip, than the Sportback, even if it does have a roof-top spoiler.
Interiors are identical across each A3 grade, the cabin benefiting from excellent fit and finish and the use of high-quality materials. But if you like bling-tastic cockpits, maybe you should be looking at a Benz A-Class because even the fanciest A3 money can buy, the RS3, comes with a small display screen and a rather low-key interior design.
As for rivals, the new A-Class (which I’ve just reviewed) is a glitzy competitor in hatch form, with a soon-to-arrive sedan going head-to-head with the little Audi as well.
This new-generation Focus is completely new, and that goes for its design, the structure of the vehicle and the platform that underpins it all.
That grille, though poutier than before, still makes this new car recognisable as a Focus, but the rest of the car’s styling is a fairly big step away from the look of the previous model. The nose looks more elongated and turned down, and the headlights have an irregular shape (which somehow works) and they're helped to look more defined by the LED running lights that sit above each headlight like an eyebrow.
That front-end may take some getting used to, but I think most will like the rear exterior styling straight away. The hoisted-up style to the rear of the previous car is gone and the illusion is now a car which sits lower and level. I particularly like the Focus badging across the tailgate, too, which is reminiscent of Fords of the 1960s.
The car’s profile has changed, too, with the window structure simplified. Previous versions of the car had rear quarter glass; a small porthole which looked into the boot. That's now been incorporated into the door glass, which means the rear passenger aperture is larger.
Inside, the cabin has been decluttered of its galaxy of buttons, and that busy interior has given way to a more minimalist design with many of the functions moved to the large dash-top screen. That said, the steering wheel still has way too many buttons for my liking or need.
Telling the grades apart may not be obvious at first, but the ST-Line car is recognisable thanks to the blacked-out grille, more aggressive bumper treatment with its air-blade style design around the fog lights, and its twin exhaust. The car itself sits 10mm lower on sport suspension.
You can pick a Titanium from the inside by its leather-accented seats, multi-colour ambient lighting and the B&O sound system speakers.
The ST-Line’s seats are upholstered in a mesh-fibre material with leather accents and red-stitching, and there’s a flat-bottomed steering wheel and metallic brake and accelerator pedals. The wagon version of the Focus only comes in the ST-Line grade, and it comes with roof rails and a cargo cover.
The Active grade is the most recognisable of the Focus family due its higher-riding stance and its plastic wheel-arch cladding. The Active suspension has it sitting 35mm higher than a Trend grade, and while that doesn’t seem like much, the overall affect is quite dramatic, giving the Active a true SUV-like appearance.
There are nine colours to choose from, including Ruby Red, Orange Glow, Desert Island Blue, Blue Metallic, Shadow Black, Magnetic, Moondust Silver, Metropolis White and Frozen White.
At 4378mm end to end, the Focus hatch is 18mm longer than the previous model, while at 1454mm tall it's 13mm shorter, and it's 1979mm wide including the wing mirrors.
The Sportback and Sedan have five seats, while the Cabriolet has four. Leg and headroom in the back row for all body styles is limited. The Sportback will give you the most rear legroom, while the sedan has a few millimetres more space for your knees than the Cabriolet.
At 191cm tall I can sit behind my driving position in the Sportback with a pinkie finger’s space, while my knees brush the seatback in the Sedan, and the Cabriolet won’t accommodate my long legs back there at all.
Rear headroom in the Sportback isn’t bad with enough room for my big head to clear the ceiling thanks to that tall(-ish) flat roofline while the sedan is a tighter fit but I just make it under. The Cabriolet’s low fabric roof means only small adults or kids will be able to sit up straight back there – unless the top is down and then you have literally unlimited headroom.
Boot space varies obviously depending on the body style. The Sedan has biggest cargo capacity with 425 litres, the Sportback offers up 340 litres, but fold those rear seats down and you have 1180 litres at your disposal, plus a bigger aperture to fit stuff in. The Cabriolet’s folding roof eats into the boot space, but you’re still left with 320 litres even when it’s down.
The folding roof is automatic and can be raised or lowered at up to 50km/h, but it’s slow - I’ve timed it and it takes about 20 seconds to open or shut.
Storage throughout the cabin is limited, too. There are two cupholders up front in all cars, while the Cabriolet is the only A3 to have two cupholders in the back (they’re between the rear seats). If you want cupholders in the rear of the Sedan and Sportback you’ll have to option the $450 fold-down armrest which houses them.
All grades above the 1.0 TFSI come with storage nets in the seatback and front passenger footwell, 12-volt sockets in the rear centre console and boot, plus cargo nets back there, too. There’s a USB jack in the centre console of all A3s.
The new Focus is longer by about 18mm, but it’s the wheelbase which has increased the most dramatically (by 52mm) and that means more space inside.
I’m 191cm tall and I can just sit behind my driving position without my knees touching the seatback – I wasn’t able to do that in the previous Focus. Headroom is also great for me in the backseat.
The entire cabin feels roomy, actually. For this new model the dashboard was moved 100mm further forward, opening up more space in the cockpit. Even the gear shifter being a rotary dial has freed up room.
Storage throughout is pretty good, with a deep centre console bin covered by the armrest and a hidey-hole in front of the shifter, plus two cup holders and big bottle holders in the doors up front. The door pockets in the back are big, too, but there are no cupholders in the second row.
Boot space is for the hatch is 341 litres packed to the cargo cover with a space saver spare, while the wagon’s cargo capacity is 575 litres. With the back row down, the hatch can fit 1320 litres and the wagon can do 1620 litres.
Price and features
The A3 isn’t great value for a small car, generally speaking, because while you are getting a high-quality prestige vehicle, it doesn’t come with a mountain of equipment that you might find on a more affordable little hatch or sedan.
Look at it this way: take $40 into a fish and chip shop and you’ll walk out with your arms full of food, take the same amount into a Michelin-starred restaurant and you’ll be lucky to get an entrée. Same with buying a prestige car – and the A3 really is a starter on the Audi menu.
Coming standard on the entry-grade $36,200 1.0 TFSI Sportback are xenon headlights with LED running lights, cloth upholstery, dual-zone climate control, a 7.0-inch touchscreen with sat nav, reversing camera, multimedia system with voice control, eight-speaker stereo, Bluetooth connectivity, CD player, front and rear parking sensors, rear view camera and 16-inch alloy wheels.
Only the Sportback comes in this 1.0 TFSI grade. The rest of the body styles start with the 1.4 TFSI ($40,300 for the Sportback; $41,900 for Sedan; $49,400 for Cabriolet) which comes with the 1.0 TFSI’s equipment but swaps the cloth seats for leather upholstery and adds paddles shifters, aluminium-look interior elements and 17-inch alloy wheels.
Stepping up to the 2.0 TFSI Sport ($46,400 for Sportback; $48,000 for Sedan; $55,500 for the Cabriolet) adds leather sports front seats, aluminium door sills, Apple CarPlay and Android Auto, and 17-inch alloys with a different design.
The 2.0 TFSI quattro S line ($50,000 for the Sportback; $51,600 for Sedan and $59,100 for the Cabriolet) brings in lowered sports suspension, 18-inch alloys and LED headlights.
Each grade also attains more safety equipment, which we’ll cover further on.
I’ve also reviewed Mercedes-Benz’s new A200, which is a good model comparison for the A3. At a list price of $48,200 the 1.3-litre four-cylinder A200 is pricier than the 1.4 TFSI, but offers better value than the A3 2.0TFSI with more equipment, including two 10.25-inch display screens.
As for paint colours, only 'Brilliant Black' and 'Ibis White' won't cost you a cent more. Optional colours include 'Cosmos Blue', 'Tango Red' and 'Monsoon Grey'.
Ford has priced its new Focus competitively compared to rivals like the Toyota Corolla, Hyundai i30 and Mazda 3, but its most affordable grade does kick off at a slightly higher level than the entry-level cars for those other brands.
That start point for the Focus hatch range is the Trend grade, with a list price of $25,990. Above it is the ST-Line, which is a sporty spec, for $28,990. And at the top of the hatch range is the $34,490 Titanium. There’s also a wagon version of the Focus in the ST-Line grade for $30,990.
But wait, there’s more. Ford is offering an SUV-style version of the Focus for the first time. It's called the Focus Active, and it'll cost $29,990. We’ll cover the physical differences between it and the rest of range in the Design section below.
Coming standard on the Trend is an eight-inch display screen with sat nav, Ford’s Sync3 voice activated media system, Apple CarPlay and Android Auto, digital radio, a six-speaker stereo, a Wi-Fi hot spot, single-zone climate control, rain-sensing wipers, a rotary-style gear shifter, LED running lights, paddle shifters, halogen headlights and 16-inch alloy wheels.
The mid-spec ST-Line takes the Trend’s features and adds dual-zone climate control, wireless phone charging, floor mats, puddle lamps, privacy glass and 17-inch alloys wheels. There’s also the sports suspension, which we’ll cover in the Driving and Engine sections.
The top-of-the-range Titanium brings a B&O 10-speaker sound system, heated front seats, leather accented upholstery, roof rails and LED headlights.
Engine & trans
Now on to the engines. Yes, I’m doing this in what may seem a strange order, but trust me, it’s to guide you safely through the A3 range without anybody getting lost. We don’t leave anybody behind here, not on my watch.
The grades indicate the engines in the A3 line-up – the higher the grade, the more powerful the engine. So, the range starts with the 1.0 TFSI which has a 85kW/200Nm 1.0-litre three-cylinder engine, and steps up to the 1.4 TFSI which has a 110kW/250Nm 1.4-litre four-cylinder with cylinder on demand (COD) letting it run on two cylinders when not under load). Both are front-wheel drive (FWD) cars.
Next rung up is the 2.0 TFSI Sport and that has a 2.0-litre four making 140kW/320Nm with drive going to the front wheels. The top of the range is the 2.0 TFSI quattro S line which has the same engine but is all-wheel drive (AWD).
Those are all turbo-petrol engines – yes, no diesels and no manual gearbox option either. All have a seven-speed dual-clutch automatics shifting the gears.
If you’re after something more hardcore in the same package, there are two halo ‘models’ that sit above the A3 range: the S3 with a 213kW/380Nm 2.0-litre turbo-petrol four and the RS3 with its 2.5-litre five-cylinder turbo-petrol making 294kW/480Nm.
The new Focus has been given a new engine! It’s a 1.5-litre, three-cylinder turbo-petrol, but don’t let that put you off - it makes as much grunt as the four cylinder in the old Focus. Actually, at 134kW, it makes 2kW more power and the same amount of torque (240Nm). Cylinder-deactivation allows the engine to run on two when not under much load, which is even more frugal.
The old six-speed auto has been replaced with an eight-speed automatic – it’s not a dual-clutch, it’s a traditional torque-converter auto. The Focus doesn’t offer a manual gearbox, and is front-wheel drive.
Fuel usage depends on the engine and body style, with weights varying across the range. The most fuel-efficient engine is the 1.0-litre which is only offered on the Sportback, and Audi says over a combination of urban and open roads you should see it use 4.8L/100km.
The 1.4 TFSI Sportback uses 5.0L/100km, while the Sedan uses 4.9L/100km, but the heavier Cabriolet drinks more at 5.1L/100km.
My most recent A3 test car was a 1.4 TFSI Sportback and the trip computer reported 7.6L/100km over a mix of city and country kays - not bad.
The 2.0 TFSI Sport Sportback uses 5.9L/100km, the Sedan needs 5.8L/100km, the Cabriolet a bit more at 6.0L/100km.
The 2.0 TFSI quattro S Line Sportback uses 6.2L/100km, while the Sedan will go through 6.1L/100km and the Cabriolet again is highest with 6.4L/100km.
That raises the question of how much more does the Cabriolet weigh? About 170kg more than the Sedan and Sportback thanks to the extra reinforcement needed to strengthen the body to compensate for the rigidity it loses by not having a fixed metal roof.
According to Ford, the three-cylinder turbo-petrol engine in the Focus will use 6.4L/100km of fuel after a combination of urban and open-road driving. My mileage in the Trend grade, according to the car’s trip computer, was 9.4L/100km after 487.9km of country roads.
Not all of those kilometres were mine, mind, but that was the average after four different drivers had been behind the wheel.
I’ve driven all A3 variants from the 1.0 TFSI to the 2.0 TFSI quattro S Line, plus the S3 and RS3, but most recently I tested the 1.4 TFSI Sportback, which I’ll focus on here.
Our car was fitted with two optional packages – the 'Style Package' which adds LED headlights, 18-inch alloys and sports suspension, and the 'Technik Package' which brings a virtual instrument cluster, an 8.3-inch display and sports steering wheel.
Those larger 18-inch alloys wearing low profile 225/40 Hankook Ventus S1 Evo2 tyres look great, but like thin-soled shoes you’ll feel every imperfection on the road giving a harsher texture to the ride, plus they can be noisy on course-chip bitumen.
I’d stick to the standard 16-inch wheels. Sure, they don’t look as racy, but the ride from those, on 55 profile tyres, is a lot more cushioned.
Despite that grittier feel from the tyres the sports suspension is excellent and manages to soften bigger bumps well. Handling is good too, thanks to that suspension keeping the body well controlled.
Good visibility, steering that’s light but offers decent feel, and a comfortable seating position make the A4 pleasant to pilot, but not hugely engaging. If you're after more of a driver’s car, the S3 and RS3 will deliver – trust me.
Acceleration isn’t bad from the 1.4-litre, with 0-100km/h claimed to be 8.2 seconds. That dual-clutch transmission is a quick shifter and smooth even in bumper-to-bumper traffic, but only if you turn off the stop-start engine system (jerky and hard to tolerate).
I’m also not a fan of the way the stop-start system switches the engine off as you coast to a stop at traffic lights and intersections. For me, that borders on a safety issue, particularly when needing to turn on an amber only to find you momentarily lack steering or power.
As mentioned in the engine/transmission section, the 1.4 TFSI Sportback is a FWD car. Put it on a steep hill, as I did on our test incline, and even in dry conditions it’ll lose traction under hard acceleration. Traction control reins the slippage in, but AWD 'quattro' cars won’t struggle for traction in the same circumstances.
The Active and Titanium grades weren’t available to drive at the Australian launch of the Focus, but I did get to drive the ST-Line in hatch and wagon form, as well as the Trend hatch.
The ST-Line hatch is the sporty one in the Focus range, even though it has the same 1.5-litre, three-cylinder turbo-petrol engine as the Trend (and the Titanium). What makes it sporty is its sports suspension. Does it work? Absolutely, although I didn’t realise just how well until I drove the Trend hatch after steering its ST-Line brother for a few hours first.
Three-cylinder engines tend to have a satisfying little burble to their exhaust notes, but the ST-Line hatch I started in had a particularly deep growl to it at idle. While the ST-Line does have a dual exhaust, the engine output is the same as any other Focus, and so the gravelly voice is more theatrics than suggesting the car is any more potent than a Trend.
What the ST-Line does do without any drama is handle well, because even though it has a torsion bar set-up in the rear (like the Trend), it also has a lowered ride height and a sports suspension tune. It’s not Focus ST-level of agility by any means, but the ST-Line hatch felt nicely pinned down in the bends, with excellent steering feel and accuracy ensuring it is a genuinely fun car to drive.
What I didn’t know until I drove the Trend hatch is that the firmer sports suspension actually gives a more comfortable ride in the ST-Line than the base-grade car. The Trend, like the Titanium, has softer suspension, which you’d think would offer the best ride, but I found that over the bumps and bruises of country roads, the Trend’s ride was comfortable but bit bouncy, while the ST-Line was more composed and meant the occupants weren’t jiggled around as much.
The award for the most comfortable ride and best handling of the three cars I drove goes to the ST-Line wagon with its sports-tuned multi-link rear suspension. Yup, the cargo hauler of the range was also the best to drive from a comfort and fun perspective, with its compliant suspension keeping life civilised inside the cabin over bumps, while also feeling planted in the switchback and hairpins that cut through country Victoria.
Shifting gears is an eight-speed automatic (you can’t get a manual), but it’s super keen to shift to a higher gear as early as possible, and when sitting at about 100km/h on a motorway, it was indecisive about which gear it wanted to be in; go 104km/h and it shifted up, drop to 97km/h and it shifted down. Up, down, up, down, up... well, you get the idea.
When it came time to drive roads which went all bendy, the transmission still tried to take the fun out by shifting up and bogging the car down in lower revs. The solution was to leave the car in Sport mode, which instructs the gearbox to cling to lower gears for longer. I kept the Trend and ST-Lines in Sport mode most of the time I drove them – it didn’t affect the ride (the cars suspension isn’t adaptive), but the throttle response and shifting was perfect for all driving, whether I was flinging through the winding country roads or trundling through town centres.
All three – the Trend hatch, ST-Line Hatch and ST-Line wagon - performed well, with the ST-Line duo feeling like they were approaching or even matching Volkswagen Golf levels of agility and composure.
At no point did I feel that the three-cylinder was under powered - it’s a surprisingly responsive and grunty engine.
The A3 has a maximum five-star ANCAP rating from its 2013 crash test, which applies to the Sportback, Sedan and Cabriolet.
While the Sedan and Sportback have seven airbags, the Cabriolet has just five, missing out on the head-level curtain bags.
The amount of advanced safety equipment increases as you step up through the grades, but AEB is standard across the range. Lane keeping assistance, blind spot warning and rear cross traffic alert becomes standard from the 2.0 TFSI Sport upwards, while the lower grades can attain these with the optional $1500 'Assistance Package'.
For child seats there are two ISOFIX mounts and two top tether anchor points across the back seats in the Sedan, Sportback and Cabriolet.
The Focus scored the maximum five-star ANCAP rating when it was tested in 2018. Standard across the range are seven airbags, AEB with pedestrian and cyclist detection, and lane keeping assistance and traffic sign recognition - the latter of which can read speed limits for you.
The Titanium comes standard with a lane-centre system, which I tested and found it works seriously well – drift out of your lane and the system rapidly yanks you back in again. Only the Titanium comes with blind spot warning, which is odd considering the impressive advanced safety tech that’s already standard across the range
Auto parking is optional only on the Titanium, and can be used for parallel or perpendicular parking. Also standard on all is a 180-degree split-view camera, but front parking sensors are only available to option on the Titanium – again, that’s a bit odd.
A space-saver spare is found under the boot floor for all grades. For child seats, you’ll find two ISOFIX points and three top tether mounts in the second row.
The new-generation Focus was developed in Europe and built in Germany.