Ford Focus VS Hyundai Accent
- Refined styling
- Roomy interior
- Advanced safety equipment
- Blind spot warning standard only on Titanium
- Auto transmission can seem indecisive
- No manual gearbox
- Big alloys and new nose make it better looking
- Phone integration unlocks Apple/Google Maps
- Plenty of useable torque from 1.6-litre engine
- Suspension can be jarring occasionally
- Lacks refinement outside of the city
- Standard safety package lacking
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|
While there are plenty of things that somehow improve with age (art, wine, the seemingly ageless Will Smith, to name but a few), the Hyundai Accent is sadly not one of them.
But then, neither does almost any new cars. With new technology, entertainment and safety features launching daily, and with engines that are getting cleaner, more efficient and smoother all the time, a once all-new model can be left looking positively antique in just a handful of years.
But it’s definitely even worse than normal over at Hyundai; the Korean manufacturer that continues to make great forward strides with every new model. From the members of its fast and frantic N Division to its polished SUVs, to the all-new i30 small car, Hyundai is going from strength to strength with neck-breaking speed.
All of which creates a little problem for the pint-sized Accent, which - having launched back in 2011 - is now starting to feel its age. And unlike the Fresh Prince, it isn’t holding up quite so well.
So in lieu of an all new version, Hyundai streamlined the existing Accent family into one value-packed model in 2017, taking the axe to the Active and SR models and replacing both with a single, Sport trim level, which is available in sedan and hatchback guise.
And in creating the Sport, Hyundai aims to blend the best of the Accent range into one handy package. So have they taught this old dog new tricks?
|Fuel Type||Regular Unleaded Petrol|
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.
Hyundai Accent 6.8/10
It might be getting harder and harder to hide its age, but there is still plenty to like about Hyundai's cheapest car. Those who really love to drive need not apply, and nor should long-distance travellers, but the Accent Sport's alloy wheels, true smartphone integration and plenty of power and USB points will thrill its younger owners, while its long-range warranty and cheap servicing costs don't hurt either.
Still, if you think you can stretch to an i30, you should definitely drive one first.
Would you opt for a Hyundai Accent Sport, or step up to an i30? Tell us what you think in the comments below.
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.
Hyundai Accent 7/10
It looks good, the Accent, just not quite as good as its bigger Hyundai brothers. And that’s got to sting, if only a little bit.
Words like "subtle", "restyled” and “enhanced design” pepper the Accent’s media information, and so we’re not talking massive changes. But the exterior of the Sport looks sharp, especially in the 'Pulse Red' of our test car. Other colours include 'Chalk White', 'Lake Silver', 'Phantom Black', 'Sunflower' (yellow), and 'Blue Lagoon', but there’s no green, orange or grey paint available.
First, though, don’t let the whole 'sport' thing fool you. You’ll find no Fast and Furious body kit, nor is there much in terms of a rear spoiler, side skirts or a rear diffuser. Instead, a silver-framed mesh grille (a smaller version of the one that adorns the i30) blends into the headlights that then sweep back into the body, while subtle power lines create a little dome in the bonnet, starting at the edges of the Hyundai badge and getting wider as they sweep back across the bonnet.
Side on, the alloys are clean and simple, and a single style crease runs the length of the body, intersecting both door handles on each side. At the rear, though, the concave body styling doesn’t quite work so well, ending up looking busier than the rest of the car, and leaving it with too much body and not enough rear window.
Inside, as you can see from our interior photos, there is plenty of hard plastic, but there have been some design flourishes that give them a nicer texture and go some way to disguising the fact they’re hard enough to be used as a weapon in a roadside road rage dispute.
But it’s a simple and clean design, with patterned cloth (what, you were expecting leather seats at this price point?) seats, an uncluttered centre cluster and a sparing use of silver highlights that break up the black of the dash and doors.
You can also option everything from tailored floor mats to interior lighting, forming a kind of personalised premium package for the Accent Sport.
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.
Hyundai Accent 7/10
It’s every bit as practical as you might expect, the Accent Sport, given that you’re unlikely to be using something this size as a pseudo moving van anytime soon.
The 4155mm long, 1700mm wide and 1450mm high (the sedan is 4370mm long) Accent Sport's interior dimensions feel spacious up front, and while the front seats are a little too flat, the cabin feels airy and light. There are two cupholders up front, too, and there’s room in the front doors for extra bottles.
Like all Hyundais, the little Accent boasts most of the technology options favoured by younger buyers, like a USB point, an aux connection and two 12-volt power outlets all housed in a tiny storage bin underneath the centre console. There’s a sunglass holder, too, integrated into the roof.
The backseat is sparse but spacious enough, with enough room for adults to sit behind adults in comfort - at least in the two window seats. That’s about it back there, though, with no technology options, vents or air-con controls.
Boot space is a useable 370 litres in hatch guise, but luggage capacity grows to 465 litres should you opt for the sedan, with both of those figures measured in VDA. Optional roof racks and rails (and other offical accessories like a rubber cargo liner, mud flaps or dedicated bike, snowboard and surfboard carriers) help increase the pint-size Accent’s load-lugging ability.
As does a handy (and optional) cargo liner that helps separate your groceries, sitting neatly under the cargo cover that shields you luggage from prying eyes outside. Perhaps unsurprisingly, you can’t get a factory-offered bull bar.
There are two ISOFIX attachment points, one in each window seat, as well as three top-tether points across the back row.
Price and features
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.
Hyundai Accent 7/10
The price list for the Hyundai Accent range - available only in single, Sport trim - starts at $15,490 for the six-speed manual version, and will cost $2k more ($17,490) for the six-speed auto version, with those prices identical for hatch and sedan versions. So, not much of a walk through a valley of trim levels, then.
Yes, you could be forgiven for asking “how much!?”, given that’s a little more than we’ve grown accustomed to paying for the cheapest - and on perennial runout - Hyundai model, but there are enough standard features on offer to sweeten the deal. Besides, the inevitable drive-away pricing deals will almost certainly improve the value equation, too.
Outside, expect 16-inch alloy wheels and LED indicators integrated into the side mirrors - though there aren't projector headlights, daytime running lights or any of the other, more high-end appointments.
Inside, you’ll find cloth seats, cruise control, air-conditioning, a power window for everyone, powered mirrors, steering wheel controls and a digital clock.
Finally, the tech stuff is covered by an Apple CarPlay-equipped (meaning you can use your iPhone’s GPS as your navigation system) 5.0-inch touchscreen that pairs with a stereo with four speakers. Android Auto is also available, via a 15-minute software upgrade done through the dealer. The screen is too small to use for in-depth stuff, like searching for a phone number, but it mostly does the job just fine.
It also means that, as well as a CD player, you’ll get radio, Bluetooth, MP3, podcast and Spotify access, all played through the car’s sound system. You can forget a subwoofer or DVD player, though, unless you opt for an aftermarket multimedia system.
Sure, that’s not the most comprehensive list of goodies - there aren’t deeply tinted windows, no sunroof and the touchscreen is rather small, and while there’s central locking that allows keyless entry, there's no push-button start.
But then, $15,490 isn’t much in the world of new cars, and so to score alloy rims, powered everything and genuine phone integration (all things that will attract your future buyers - and protect your resale value - should you sell it second hand) is not to be sneezed at.
Engine & trans
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.
Hyundai Accent 6/10
The one Accent on offer is powered by a single engine; a petrol-sipping (there’s no diesel, LPG or turbo), 1.6-litre motor that will produce a solid-sounding 103kW (138 horsepower) at 6300rpm and 167Nm of torque at 4850rpm. They are good specs, and it stands up to most competitors in an engine vs engine models comparison. It pairs with a choice of six-speed manual transmission or six-speed automatic transmission.
There used to be a fairly underwhelming 1.4-litre engine size paired with a CVT auto in the now-axed Accent variant, but this bigger engine is much, much better, and makes for much happier reading on the specifications sheet.
The Accent is front-wheel drive only, with no 4x4, AWD or rear-wheel drive options available. It will serve up a 900kg braked and 450kg unbraked towing capacity, with an optional tow bar/ball fitted. Kerb weight is listed as between 1070kg and 1170kg.
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.
Hyundai Accent 7/10
For fuel consumption, Hyundai claims 6.3 litres (6.6 litres for the sedan) per hundred kilometres on the combined cycle. But as with all of these manufacturer-supplied figures, there’s always a some sort of variation in the real world km/l fuel economy.
Just how much variation is dependent on how heavy your right foot is, but after my (admittedly city-based) week with the car, the trip computer had my mileage at 11.0L/100km. If you were to adopt an eco mode driving style, that would surely improve, though.
The Accent’s fuel tank size is fairly small, with a fuel capacity of just 43 litres - perfect for the city, less so for long-distance cruising. Emissions are a claimed 146g (154g in the hatch) per kilometre of C02.
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.
Hyundai Accent 6/10
With its sharp design and gleaming alloys, the Accent Sport doesn’t look like an entry-level model, and nor is it immediately obvious that it’s the cheapest way into the Hyundai family. The downside, though, is it does feel that way from behind the wheel.
A little harsher, a little more road noise and a little more gruff than Hyundai’s more expensive models (including the very good i30), it’s the unfair victim of the brand’s staggering success, which has left the Accent feeling a bit old-school by comparison.
That said, it's perfectly suited to inner-city life, and if you’re cruising around using minimal inputs, it does it all smoothly and quietly. The steering feels a little slack at slow speeds, with plenty of dead air when you first start turning the wheel, but none of that bothers you much in the city.
The grunt from that engine is refreshingly ample for a small car, and provides plenty of punch to get you moving from traffic lights, while the seating position is high enough that vision is great out of every window (except the rear - you’ll be using the reversing camera for that one).
Take it out of town, though, and the refinement begins to vanish. The engine sounds harsh under heavy acceleration, the transmission can be confused - especially around 80km/h, where moving your foot a fraction can force continual changes up or down, like it's wrestling with a big life decision.
The only other question mark is over the suspension set-up, which for some reason favours sporty firmness in a car unlikely to be asked to achieve anything more dynamic than sitting at 50km/h. The result is a ride that can feel noticeably firm over bad road surfaces.
The Accent’s 140mm ground clearance (not to mention the fact it’s a front-wheel drive city car) should be enough to persuade you not to test its off-road performance. And its turning radius is 10.4m.
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.
Hyundai Accent 6/10
It’s a pretty straightforward offering here, with six airbags (dual front, front-side and curtain), a reverse camera and the usual suite of driving, traction and braking aids, like power steering, ESP and EBD, headlining a pretty short list of safety stuff.
The Accent was awarded the maximum five-star ANCAP rating, but the organisation’s demands for safety rating features were less comprehensive when it was crash tested back in 2011.
If you're one who cares about where cars are manufactured, and were wondering where is Hyundai's Accent built, the answer is Ulsan, South Korea. And that’s no bad thing.
Hyundai Accent 8/10
It’s a very strong ownership picture, with the Accent Sport covered by Hyundai’s five-year/unlimited-kilometre warranty, and requiring a trip to the service centre every 12 months or 15,000km.
A capped-price servicing plan helps take the guesswork out of your service cost, too, with guide prices at between $245 and $345 per year for the first five years.
For known Hyundai Accent issues and common problems, complaints and faults - including any known clutch, suspension, gearbox, engine, battery or automatic transmission problems - head to CarsGuide's dedicated Hyundai Problems page.
One of the most common mechanical questions asked is whether the Accent uses a timing belt or chain, and the Sport uses a timing belt. Check your owners manual for recommended durations between changing it.
Hyundais traditionally score very well in international reliability rating surveys, which helps protect its second-hand ratings.