2018 Ford Focus vs Mazda 3

What's the difference?

Even with a 10 per cent price premium the Ford Focus RS Limited Edition is the hot hatch bargain of the decade. It’s properly fast, dynamically outstanding, and sounds the business. Our advice? Get in quick and grab one of this last batch. You won’t regret it.

The 3 is a terrific car and continues to improve with every yearly update, however minor. The uplift in the Neo Sport may not look like $1000 worth, but having that proper screen and reversing camera - along with standard AEB - starts to make sense over time.

In 2017, I said the pick of the range was the Maxx and I still reckon the Maxx Sport is the one to go for - it has a good package of safety equipment and a sensible spec list, without the frippery of the increasingly oddly priced Touring. The not-that-much-more SP25 is similarly specified, but only worth it if you want the extra power. Not everyone does.

The new i30 and forthcoming new Corolla are giving the Mazda3 more of a hurry-up these days, especially in price and spec but the i30 now has the driving dynamics to go with it. And with the Kia Cerato rapidly closing in, every little bit of competition is making the 3 a better car than before.

And it's still by far the best-looking car in the segment. For many, that's what will tip them over the edge.

Think hot hatch, and your mind might wander to the more radical end of the design spectrum where Honda’s Kabuki warrior on wheels, the Civic Type R lives. But the Focus RS is an altogether more mature proposition.

The nose is dominated by a single, wide-mouth grille aperture, which frames an opening to the radiator, the central section of the bumper, and the top of the intercooler below it.

Big side gills feed cooling air through to the front brakes, while the slim, raked headlights and hard-edged bonnet give the car a suitably ‘focused’ and purposeful presence.

Strategically placed channels and bulges along the rocker panel, door sills, and shoulder line add a further touch of aero function, the wheelarches are subtly pumped up, while a pronounced roof spoiler and full-width diffuser at the rear complete the track-attack look.

For this LE version, you can have any colour you like as long as it’s ‘Nitrous Blue’, the rear spoiler end plates, mirror shells and roof are black, and privacy glass is standard. The big 19-inch alloys are now black, with beefy four-piston Brembo brakes lurking behind them up front.

Inside, the fascia and console layout is familiar Focus, with an additional trio of gauges (oil temp, turbo boost pressure, and oil pressure) perched on the top of the dash, while the racy Recaro shell seats are trimmed with Nitrous Blue leather highlights.

The 3's exterior design is still a winner to my eyes. Based on Mazda's Kodo design language, it looks great in just about any colour and the company's commitment to beautiful paint some years ago is still paying dividends.

It's a lovely, flowing design that looks best in the sedan and few cars in the segment are as genuinely pretty. About the closest you'll get for commitment to design is the Alfa Giulietta.

As you climb the range, the detailing in items like the lights and brightwork mark out the spec level, with additions like chrome exhaust tips and LED daytime running lights.

The range is available in seven colours - 'Sonic Silver', 'Jet Black', 'Deep Crystal Blue', 'Titanium Flash' (a sort of bronzey brown), 'Snowflake White' and 'Eternal Blue'. Mazda continues to be absurdly generous and offer those colours as no-cost options. 'Machine Grey' and 'Soul Red Crystal' (this one is a ripper) are a still-reasonable $300.

Unlike previous versions, there's no yellow or purple paint available.

Inside is well-executed but is a bit grey and drab, especially in the lower-spec versions. I recently drove a Touring with contrasting colour panels in the doors, but it was a deep rich red that barely stood out from the grey. 

Some touches, such as satin silver dash parts, do lift the colour a little but it's fairly nondescript. Mazda also persists with the frustrating single-dial-with-wings dashboard that I really don't like very much. Still, few others complain, so it's probably just me.

Despite its performance potential, this RS is almost as practical as a regular, garden-variety Focus.

The front Recaros look like oversize baseball gloves, ready to lock you in place while the Focus does its best to challenge the laws of physics.

But the price you pay for all that location is some extra struggle to slip into, and extricate yourself from, their grippy goodness. Not a huge issue, and one that goes with the territory in this kind of car.

There are two cupholders up front, zero in the back, and bottle holders in all doors. There’s also a 12-volt socket, a USB outlet, as well as a decent glove box, and a lidded bin between the front seats to keep your stuff under control at maximum g-load.

Despite extra intrusion from the front seatbacks, rear legroom is surprisingly good, and headroom in the back is okay for this 183cm tester.

The rear seats flip forward, and the backrests split-fold 60/40 to increase load flexibility. Volume is a relatively modest 260 litres (VDA) with the rear seats upright (laden to the parcel shelf), growing to 1045 litres (laden to the roof) with them folded. There are also two ISOFIX child seat mounts.

Don’t bother looking for a spare tyre; a flat means rolling the dice with the repair kit that takes its place.

The 3 comes in two body styles - four-door sedan and five-door hatchback. The most popular is the shorter hatch, despite the loss of luggage capacity. The different boot space dimensions deliver 308 litres in the hatch while the sedan has 408 litres. For load capacity, the sedan is the clear winner.

The hatch's boot size isn't exactly a world-beater but it does feature a cargo cover to hide your valuables.

The interior dimensions are unchanged, meaning good if not outstanding rear leg room. The cabins are basically the same, so if you refer to our interior images, you'll note only minor differences.

The cup-holder count differs depending on which specification you choose. The Neo Sport has just two, for the front passengers. In the rest of the range there are two up front and two in the rear, with bottle holders in each door as backups. Some models feature extra storage space for books or devices but there's no sunglass holder until you reach the Touring.

The turning circle is a fairly standard 10.6 metres, so most suburban streets need a three-point-turn manoeuvre. Park assist is limited to beepers and the reversing camera.

Ground clearance when unladen is 160mm, so all but the steepest driveways won't present a challenge, but going off road is not on the menu. Kerb weights range from 1258kg for a Mazda3 manual Neo to 1336kg for an auto Astina.

Gross vehicle weight ranges from 1800kg to 1875kg.

How much does a Mazda3 cost? The price list spans $21,490 through to $35,490 and encompasses five models in the range, two engines and two transmissions. These prices are RRP, you'll have to attack your dealer for a drive-away price or wait for a promotion. To compare models in detail, see our snapshot guide. As always, pricing is identical whether you choose the sedan or hatch variant.

All Mazda3s are now front-wheel drive - it's been a long time since Mazda sold an AWD car at this level. Of course, if you do want a 4WD Mazda, you're spoilt for choice with the small CX-3 and mid-size CX-5. If you must have a turbodiesel Mazda, your best bet is the forthcoming CX-8. 

Even sadder than the lack of a 4x4 version is the absence of rear-wheel drive, for which you have to stretch back into the 1980s to find a 323 that was rear driven.

With the Neo Sport upgrade, Mazda's full infotainment system is on all 3s. It used to be one of the better entertainment systems but is starting to lag a little. 

You can't fault its usability, with touchscreen when you're stopped and a rotary dial with shortcut buttons for when you're on the move. 'MZD Connect' also powers the GPS navigation system (where fitted). The USB port will handle your iPhone or Android phone and will look after MP3-compatible devices too. Remember them?

The entry-level machine is now called the Neo Sport to reflect the bump in specification over the 2017 model.

Up to the SP25, the sound system features six speakers. The GT and Astina each feature nine Bose-branded speakers, including a subwoofer.

There is no 'radio CD player', DVD player, or CD changer available any more and, frustratingly, you still can't get Android Auto or Apple CarPlay. 

There are five trim levels, two of them newly renamed. The entry-level machine is now called the Neo Sport to reflect the bump in specification over the 2017 model. Starting at $21,490 for the six-speed manual transmission (vs $23,490 for the automatic transmission), the MY18 price is up by $1000. 

That buys you standard features such as 16-inch alloy wheels, trip computer, air conditioning, push-button start, electric power steering, central locking, projector-style halogen headlights, rear parking sensors, reverse camera (new to the entry level), 7.0-inch MZD Connect touch screen, cruise control, lightly tinted windows, automatic door lock, a power window in each door and mirrors and a space-saver spare tyre.

The Maxx Sport builds on the Neo Sport's spec and is also a new badge to the range. Priced from $23,490 for the manual and $25,490 for the auto (both up $600), you get the same size rims, but you pick up dual zone climate control, rain sensing wipers, leather steering wheel, auto headlights, electronic park brake (replacing the manual park brake), gear-shift paddles, the first appearance of sat nav and additional safety features in the form of reverse AEB, blind-spot monitoring and rear cross traffic alert.

The last of the cars with 2.0-litre power is the Touring. With just a modest $200 price rise, the Touring starts at $25,490 for the manual and $27,490 for the auto, the Touring picks up leather seats and keyless entry and start (smart key).

The 2.5-litre range starts with the SP25, with the manual starting at $25,990 and the auto $27,990. The SP25's spec is somewhere between the 2.0-litre Maxx Sport and Touring, but you get LED headlights, 18-inch alloy wheels (Mazda jumps straight over 17-inch alloys), twin exhausts, and the leather disappears and is replaced by perfectly reasonable cloth trim. Prices are up by $300 for 2018.

For the GT ($29,990/$31,990, manual vs automatic), you pick up leather seats, heated folding mirrors, adaptive front lighting system, traffic-sign recognition and driver-attention detection. The sound system jumps to nine speakers and the dash gets a swanky colour screen between the dials.

The top of the range is the SP25 Astina, starting at $33,490 for the manual and $35,490 for the auto. The Astina ships with everything the GT has but ups the ante with plenty of safety gadgets. 

In addition to the sunroof, forward collision warning, lane-keep assist, lane-departure warning, active cruise control and rear light LED. The bright finish 18-inch alloys and LED daytime running lights complete the picture.

There is also a the 'Kuroi Sport Pack' body kit, which adds side skirts, a front spoiler, and a very modest rear diffuser, while keeping the rear wing spoiler.

Neither the SP25 GT nor Astina have copped a price rise for MY18.

The extensive accessories list includes alloy pedals, cargo liner, floor mats, cargo trayroof rack kit, tow bar and welcome lighting.

There is also a the 'Kuroi Sport Pack' body kit, which adds side skirts, a front spoiler, and a very modest rear diffuser, while keeping the rear wing spoiler.

No Australian 3 comes with a full-size spare, heated steering wheel, homelink, autopilot, HID or bi xenon headlights, panoramic sunroof, carbon-fibre roof, carbon-fibre engine cover, driving lights, roof rails, bull bar, nudge bar, seat belt extender, sport exhaust system, red brake calipers, performance brakes, chrome wheels, limited-slip differential or a luxury pack option.

The RS’s 2.3-litre ‘EcoBoost’ four-cylinder petrol engine is an all-alloy unit, featuring direct injection, ‘Twin Independent Variable Cam Timing’ (Ti-VCT), and a Honeywell twin-scroll fixed geometry turbocharger.

It produces 257kW (350hp) at 6000rpm, with 440Nm of torque (470Nm for up to 15sec on ‘transient overboost’) from 2000-4500rpm.

It’s matched with a six-speed (MMT6) manual gearbox (only), driving all four wheels, with the Quaife LSD managing torque distribution across the front axle. The Quaife uses gears rather than clutches, as in a Haldex-type LSD, for smoother operation and to avoid harsh locking.

Up to 70 per cent of drive can be sent to the rear wheels, and once it’s arrived back there, a dedicated control system can vector up to 100 per cent of that torque to the left or right rear wheel.

There are two engine specs in the 3 range. Both are equipped with Mazda's 'i-Stop' stop-start technology but goes without the 6's 'i-Eloop' regenerative braking battery charging tech. Every model comes with a choice of gearbox, either a six-speed manual or six-speed automatic. The automatic is a traditional auto rather than the dual-clutch you might find in a Golf.

Both engines run on standard unleaded, use a standard oil type. Oil capacity is model dependent, and can be found in the owners manual. An oft-asked question is whether the 'SkyActiv' engine uses a timing belt or chain - we can report the engines are both chain-driven.

The Neo Sport, Maxx Sport and Touring all come with the 2.0-litre SkyActiv with 114kW and 200Nm of torque.

The SP25, SP25 GT and SP25 Astina are, as the name suggests, equipped with the larger 2.5-litre motor which churns out 138kW (almost exactly 200 brake horsepower in the old money) and 250Nm.

Towing capacity is rated at 1200kg braked and 600kg unbraked regardless of engine size.

The diesel vs petrol argument has long since been settled with the demise of the punchy but not particularly popular XD. So you won't have to worry about a diesel particulate filter replacement any more. There is no LPG or turbo sport edition, like the unruly old MPS3 performance car.

Performance figures vary between the two engines - the SP25 auto should complete the 0-100km/h acceleration test in just under eight seconds, with the 2.0-litre cracking it in around nine seconds. The manuals will likely be a tenth or so slower.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 7.7L/100, the car emitting 175g/km of C02 in the process.

Auto stop-start is standard (although it didn’t exactly feature on this circuit drive), and you’ll need 51 litres of premium unleaded to fill the tank.

Fuel-consumption figures vary slightly between the models. While the 3 has never been a fuel-economy star, as years have gone by its mileage has improved.

Official figures suggest that the 2.0-litre burns petrol at 5.8L/100km for the auto and 5.9L/100km for the manual, while the 2.5-litre consumes 6.1L/100km for the auto and 6.5L/100km for the manual.

Our own statistics suggest these ratings are a little on the optimistic side, which is no great surprise. We regularly get about 8.0L/100km in the 2.0-litre (a neat 12.5km/l) and around 11L/100km for the 2.5 (around 9km/l).

Fuel-tank capacity is 51 litres, regardless of engine size, and there's no need for premium fuel.

As I've already said, Mazda doesn't offer an oil-burner anymore as diesel fuel economy just isn't the drawcard it used to be.

Ford laid on its full line-up of performance-oriented Focuses for the launch drive, from the (132kW/240Nm) front-wheel drive S, through the (184kW/354Nm) FWD ST, to the out-going Focus RS, and the hero blue meanie RS Limited Edition.

Intermittent heavy showers were welcome for once, because the wet track highlighted the difference between the variants so graphically, and helped put the RS LE in clear context.

The first surprise was how capable the humble Focus S felt around SMSP’s challenging North Circuit. And the ST stepped things up with more grunt and fatter rubber. But they only served to prove the RS is in another league of dynamic ability.

The RS is fast, as in 0-100km/h in 4.7sec fast (thanks in part to standard launch control), with a maximum velocity of 266km/h available (that’s some track day!).

Fat mid-range torque, linear throttle response, and six ratios means there’s always plenty of acceleration available, and with one of four drive modes the press of a console button away there’s much fun to be had.

The settings modify steering, ESC, dampers, engine and exhaust across ‘Normal’, ‘Sport’, ‘Track’ and ‘Drift’ modes (more on that last one in a minute).

No surprise the jump from front- to all-wheel drive is a big one, but in the wet conditions peddling through SMSP’s enigmatic Turn 2, the RS took way more steering and throttle input than it had any right to.

Strong mid-range punch slingshots the car forward, accompanied by an entertaining symphony of raspy engine note.

Just keep turning the wheel and squeezing the right-hand pedal, to the point where the car’s balance would surely crack, and it simply says, ‘Is that the best you can do?’

Swap into the RS Limited Edition, and the Quaife diff ratchets things up another couple of notches. In Track mode, in the same turn, the LE is ridiculously planted. You can feel the rear slamming the power down and driving the car out of the corner, with the front just sticking wherever you point it.

Strong mid-range punch slingshots the car forward, accompanied by an entertaining symphony of raspy engine note and raucous crackles and pops from the exhaust.

Push hard enough of course and the RS LE will start to slide, but through the fast, sweeping Turn 1 it took the form of a genuine four-wheel drift. That’s how balanced and composed this car is under pressure.

Feel from the electrically-assisted steering is good, and although the stickier Cup 2 Michelins are the same size (235/35) as the Super Sports, thanks to a stiffer sidewall, their footprint is seven per cent wider. And searching for off-line grip around wet corners was a smile-inducing pleasure.

Then there’s the brakes. Even trying to stand the 1.6- tonne RS LE on its nose, while splashing through puddles of standing water, the RS LE washed off speed rapidly without a hint of misbehaviour. Turn in and maintain some trail braking? No problem. The RS’s set-up is properly sorted.

All the while, you remain firmly secured in your Recaro cacoon, with the clutch and short-throw shift working beautifully together.

We also engaged Drift mode for a full-on hoon on the SMSP skidpan. Keep your eye on where you want to go, turn the wheel, pin the throttle and the rear end duly steps out into a classic drift angle. Keep the revs up, tweak the wheel as required, and around you go like a ‘dab of oppo’ legend.

These days the 3 jostles at the head of the pack for driving dynamics. The MY17 model scored Mazda's new 'G-Vectoring' technology, which subtly sharpened the steering. This, along with tweaks to the front and rear suspension, has delivered a driving experience that is hard to fault. While it would be nice to have a bit more performance (the SP25 is still no fireball), it's fun to drive if you have a bendy road ahead of you.

Most of the time, though, you're in the urban grind and it is here that the 3 excels. The steering is light, accurate and  cleverly geared. The auto is a good one and even in town the light clutch of the manual makes progress easy and unfussed. Forget about the Eco mode, though - it's doughy and slow.

Over the years, Mazdas in general, but in particular the 3, have suffered from poor insulation, resulting in road noise invading the passenger space. 

Past reviews of mine, and many others, will rail against the cabin noise. Things have gotten better and continue to do so. Where in the past occupants would suffer from tyre rumble and a cacophony of suspension noise, particularly from the front, that's no longer the case. 

The noisy suspension issues have been sorted in various ways across the whole Mazda fleet and the 3 is now a much quieter, if not class-leading, proposition. But it does come close.

One of the 3's standouts is the availability of AEB across the range, and a reversing camera has now been added as well. All cars come with a minimum suite of safety features, comprising six airbags (including side airbags), anti lock brakes (or ABS), electronic stability control (aka DSC), a clever traction-control system, emergency brake assist and hill-start assist.

As you work your way up the range, you'll see additions such as traffic-sign recognition, blind-spot monitoring, lane-departure warning, rear cross traffic alert with reverse AEB, forward collision warning and lane assist.

There are three top-tether baby seat anchor points while your ISOFIX car seat can go in a choice of two points.

Curiously, there's no tyre-pressure-monitoring system.

Regardless of specification, the Mazda3 scored a five-star ANCAP safety rating, which was awarded in August 2016.

Ford offers a standard three years/100,000km warranty, which isn’t exactly spectacular these days, but with standard servicing at ‘Participating Auto Club Authorised Ford Dealers’, retail and ‘Blue Business Fleet’ customers receive state auto club roadside assistance and membership for up to seven years/105,000km.

The recommended service interval for the Focus RS is 12 months/15,000km, with costs for the first five years lining up as follows - $365, $395, $365, $585, and $365. In fact, Ford’s online service calculator runs out to the 33 year/495,000km service (which, for the record, is $365).

Worth noting brake fluid (every two years), coolant (every 10 years), and timing/drive belts (every 10 years/195,000km) are extra.

Mazda offers a three-year/unlimited kilometre warranty, with roadside assist subject to an additional yearly charge. So if you're worried about a flat battery or running out of fuel, the extra $90-$100 per year is a good investment. You can also purchase an extended warranty from your dealer.

Those worried about service costs will be pleased to know Mazda offers capped-price servicing. Your dealer expects to see you every 10,000km or 12 months, whichever comes first, and the prices are listed on the Mazda website, varying slightly between between engine types (by about $30 per service).

The 3 enjoys good resale value, with a check of our price guide suggesting a 2014 Neo will fetch between 65 and 75 per cent on a private sale, suggesting you'll have few issues when you need to shift a second-hand machine.

From what I've seen of older 3s, durability seems pretty good, even when in the hands of people who aren't all that careful with their cars. The 3 seems to suffer from few reliability issues. A quick swing through the usual internet forums uncovered no obvious common faults or defects. A search for automatic transmission problems, injector or transmission failure or other common problems yielded few genuine results. If you keep up with the maintenance, things seem fairly trouble-free for the current 3.

Diesel-engine problems are clearly a thing of the past, with no diesel offered.

Where is the Mazda3 built? An excellent question - all 3s come from Mazda's Japanese factories.