Ford Focus vs Mazda 2

What's the difference?

Ten years ago, the idea that the higher-riding version of a hatchback would be a good city car would have been laughable. The Focus Active is pitched as a kind of SUV with its different low-grip driving modes, which you'll never touch if you stick to the city.

The Ford Focus is genuinely a brilliant car, no matter where you take it. The Active takes a terrific chassis, tweaks it for comfort but, ironically, doesn't lose much of the speed.

While Mazda's insistence that the Mazda2 is a 'first-car' could be very limited by the incomes of most teenagers or early-20s city-dwellers, the starting price being close enough to $20,000 for a dynamically enjoyable and convenient small car isn't to be scoffed at.

The new styling of the Mazda2 is well executed, and as an alternative to small SUVs (which continue to become more popular) it's a sensible option, especially considering its efficiency and ease of use.

The lower specifications in the range are probably the best in terms of value, as even the features on the higher grades aren't groundbreaking, and the Pure SP definitely exudes the most style cred.

For a fairly conservative hatchback, the Focus came under fire for what some termed its derivative styling. I quite like it, and not just because the styling work was led by an Australian. The front end is very much family Ford, as long as it's the European arm of the family, fitting in with its smaller sibling, the Fiesta. The Active scores the usual black cladding, higher ride height and smaller diameter wheels, in exchange for more compliant, higher-profile tyres. All of that takes nothing away from a design that I think looks pretty good.

The cabin is well put together, with just that oddly angled touchscreen causing me a bit of a twitch. The design is a fairly steady Ford interior with a lot of switchgear shared with the Fiesta, but it's all quite nice. The materials feel mostly pleasant  and the hardwearing fabric on the seats feels right for this kind of car.

Aside from the Pure SP, the Mazda2's styling changes are subtle. Mazda's design team aimed to move the model's looks slightly away from the previous ‘premium' chrome-adorned look to a sportier and more ‘aggressive' style.

A redesigned front bumper and mesh grille, with the rear's nip and tuck being more subtle, don't need to do much to keep the hatchback looking fresh. Despite being almost a decade old, the Mazda2 looks, to some extent, like it could be a new generation.

The Pure SP in particular is a highlight, with the blocked grille evoking some ‘electrification' vibes, while the coloured-accent treatment at the front and rear of most variants is a welcome addition for something different.

The range of differing wheels is also a plus point for the Mazda2 range, with each model having its own distinct characteristics.

Inside, the Pure SP also gets a stand-out panel across the dash in a lighter colour like mint, while others get different seat trims and colour accents in places like the vent surrounds.

New colours for the range are 'Aero Grey Metallic' and 'Air Stream Blue Metallic'.

The Focus is quite roomy compared to other cars in its class. The rear seat has good leg and headroom, with the feeling of space accentuated by large windows. Annoyingly, though, all that work put into making the rear a nice place to be is ruined by a lack of amenities like cupholders, USB ports or an armrest. 

Front-seat passengers fare better with two cupholders, a roomy space at the base of the console for a phone and a wireless-charging pad. The front seats are very comfortable, too.

The boot starts at a fairly average 375 litres - clearly sacrificed for rear-seat space - and maxes out at 1320 litres with the seats down. While you have to lift things over the loading lip and down into the boot, it's one of the more sensibly shaped load areas, with straight up and down sides. Ironically, the smaller Puma has a noticeably larger boot.

The Mazda2's interior is mostly unchanged through the facelift, with the car's overall dimensions unchanged and not affecting space for its occupants.

Up front, the two seats are comfortable for adults and arm, shoulder, and head room is ample.

Storage space for drinks, phones, or small bags and wallets is sufficient, though not quite road-trip-worthy.

In the rear seats, adults will find enough space to be comfortable for short trips but might get a little restless after a while.

Headroom when sitting upright is tight for anyone around 182cm (six-feet) tall, and a lack of armrest and little storage save for the doors means loose items will be joining occupants on the seat or sitting on the floor.

The Mazda2 has a claimed 250 litres of luggage space in the boot, which is fine for a small hatchback, but short of rivals like the Toyota Yaris' 270L.

Mazda has managed to keep pricing for its entry model relatively low for the segment. In fact, the base Pure in manual form starts from $22,410, before on-roads, and the auto is only $2000 more.

That means at a time when the Toyota Yaris is starting to look more expensive than its historic ‘cheap and cheerful' image allows, Mazda is pushing the Mazda2 to be slightly more premium while keeping its price competitive.

Standard features for the range, which start in the Pure variant, include a 7.0-inch touchscreen with Apple CarPlay and Android Auto capability, plus auto headlights and windscreen wipers.

The Pure SP, which starts at $25,210, gains a different styling kit that adds a body-coloured front panel to the grille, plus a carbon-look roof in vinyl. It also gains the ‘shark-fin' roof aerial.

The Evolve, which starts from $25,910, gains LED DRLs, with the mesh grille replacing the SP's block colour panel.

Its upholstery gets red stitching, plus it's also got a couple more tech additions with Mazda's active head-up driver display, traffic sign recognition and satellite navigation.

Finally, there's the top-spec GT, from $27,610, which gains unique aero-inspired 16-inch alloy wheels, and a set of black leather-upholstered seats with synthetic suede and red trim.

A sedan is available in Pure or GT specification at the same prices and with the same features as the hatch, though you can't get a Pure sedan in manual - that's available in the hatch only.

Ford does an excellent range of small turbo engines. The "normal" Focus range (such as it is, now the wagon has disappeared from the market) comes with a 1.5-litre turbocharged three-cylinder engine. Bucking the SUV-this-size trend (yes, I know it's not really an SUV), this punchy little unit delivers an impressive 134kW and 240Nm. They're both very decent numbers for such a small engine.

The big numbers continue with the transmission boasting eight gears, a number you don't often find in a hatchback. It's a traditional torque-converter auto, too, so those of you who have bad memories of Ford's old PowerShift twin clutches should worry no more.

Power goes to the front wheels only and you'll get from 0 to 100km/h in 8.7 seconds.

Mazda's ‘SkyActiv-G' 1.5 litre four-cylinder petrol engine is the unit used for six-speed manual and automatic models, but outputs vary slightly.

Manual cars produce 82kW and 144Nm, while autos deliver a slightly lower 81kW and 142Nm, both driving the front wheels only.

It's pretty much the same engine you used to find in an entry-grade MX-5, just with less power.

Ford's official testing for the big window sticker delivered a 6.4L/100km result on the combined cycle. In my time with the Focus, I got 7.2L/100km indicated on the dashboard, which is a pretty solid result given the Focus spent a good deal of the time on suburban or urban roads.

With its 52-litre tank, you'll cover around 800km if you manage the official figure, or just over 700km on my figures.

Improved fuel efficiency and lower CO2 emissions come thanks to the automatic's slight drop in power and torque.

Mazda claims a 5.0L/100 km rating for the automatic Mazda2, which is down by 0.3L/100km over the previous version, but the manual's unchanged engine tune burns through the petrol at 5.4L/100km.

Filling the 44-litre tank with at least 91RON or even E10 is fine, and with its auto variant's efficiency rating means the Mazda2 technically has a theoretical range of 880km.

Comparatively the Mazda2 scores well here, the more expensive Toyota Yaris comes with a 4.8L/100km consumption claim with its CVT auto. A Suzuki Swift, with a smaller 1.2-litre engine, also has a 4.8L/100km rating.

Despite the very mild off-road pretensions, if it's a comfortable city ride you're after, the Active is the Focus to have. While the ST-Line isn't uncomfortable - not by a long way - the Active's more compliant tyres and higher ride height (30mm at the front and 34mm at the rear) iron out the bigger bumps without sacrificing much of the sportier car's impressive dynamic prowess, even with the low-rolling-resistance tyres.

The cracking 1.5-litre turbo is responsive and well-matched to the eight-speed auto. The big torque number pushes you along the road and makes overtaking much less dramatic than a 1.5-litre three-cylinder has any right to. 

Ford's trademark Euro-tuned quick steering is also along for the ride, making darting in and out of gaps a quick roll of the wrist, which has the added benefit of meaning you rarely have to take your hands off the wheel for twirling. That darting is aided and abetted by the engine and gearbox, with the turbo seemingly keeping the boost flowing with little lag. It's almost like they planned it that way.

You have good vision in all directions, which almost renders the fact that the blind-spot monitoring is optional acceptable. Almost. It's very easy to get around in, easy to park and, just as importantly, easy to get in and out of. Compared to, say, a Toyota Corolla, the rear doors are very accommodating. 

Our drive loop for the Mazda2's launch included a mix of urban, highway, and rural driving, with varying road quality and conditions.

Fortunately for the little hatchback, it handled everything well or at least at a passing mark, with only a couple of small shortcomings that are common in the segment.

The Mazda2 is a joy to drive in most circumstances, with a lively but confidence-inspiring chassis and controls that give a connected feel to the road.

At low speeds, the Mazda2's relatively low power isn't noticeable, with the gearbox getting things moving at a reasonable pace and the engine is responsive enough with the traditional gearbox helping it along.

It's worth noting that for ultimate control over the drivetrain, Mazda still offers a six-speed manual transmission in the entry-grade Pure, and it's a gem.

Smooth, sporty shifts and well thought out gear ratios mean the manual is easy to handle even in traffic, and the clutch has a forgiving bite point. The 'i-Stop' stop/start system works with the three-pedal car, too, as does cruise control.

In terms of handling and comfort, the Mazda2 is a little shaken by large bumps, though some of the rough surfaces on our test loop were particularly brutal.

Similarly, when pushed hard to conquer steep hills the 1.5-litre engine becomes a little harsh.

On twisty sections the Mazda2 (especially in manual form) provides ample fun while remaining predictable in its steering and chassis feedback, rather than feeling loose.

The updated Mazda2 is equipped with the brand's suite of 'i-Activsense' safety tech, which includes 'Smart City Brake Support' for operating forward and reverse, blind-spot monitoring and rear cross-traffic alert.

The Evolve and GT model grades are fitted with traffic sign recognition.

The GT model grade comes fitted with front parking sensors and a set of surround-view parking cameras.

The Mazda2 also features six SRS airbags to cover the driver and front passenger, side airbags, and curtain airbags front and rear. It also has ISOFIX anchor points and top tethers for child seats in the rear.

Mazda isn't going to put the Mazda2 up for a new crash test rating by ANCAP, with the brand telling us the new safety additions bring the car's safety up to date, though its original rating from 2015 was a maximum five stars.

Ford offers a five-year/unlimited-kilometre warranty and a roadside-assistance package that consists of a membership to your local motoring organisation. 

The first five services cost $299 each and also include a free loan car and a 12-month extension to your roadside assist membership for up to seven years.

Mazda offers a five-year/unlimited-kilometre warranty across the range, under which the Mazda2 will be covered. That's on par for the market, although some rivals, like the MG3, come with a seven-year term.

Scheduled servicing costs for the first seven workshop visits range from $334 to $587, and are undertaken every 12 months or 15,000km (whichever comes first).