2020 Ford Focus vs Mazda 3

What's the difference?

The Focus ST is going to be the perfect hot hatch for many – quick, practical, affordable and driveable every day, much like the Volkswagen Golf GTI. Others will want something hotter, sharper and wilder looking, but for the foreseeable future the ST is the most hardcore hatch Ford has to serve up.

The SkyActiv-X pushes the Mazda3 to new heights of refinement and reinforces the fact it’s still one of the best cars behind the wheel amongst its peers.

Mazda has made it subtle to a fault, so people will just have to believe you when you tell them this expensive little car pushes the bounds of how a non-turbo 2.0-litre engine can feel.

It’s great to see this new tech really does what it says it will do though, so we’re keen to see where Mazda can take it from here.

The Focus is up there with the best-looking small hatches on the market with its low-slung body and sleek profile, the long bonnet and the hungry looking grille. The ST version toughens the look without going over the top.

ST enhancements include the 19-inch ST wheels with 235/35 R19 tyres, the mesh grille, front and rear bumper treatment, the side skirts, roof-top spoiler, and the twin exhaust.

Inside there’s the ST steering wheel, aluminium gear knob, ST metallic pedals, the Ford Performance scuff plates, a dark headliner and ST floor mats.

Want the look without the price tag? The ST-Line Focus could be the answer because it shares many of the same body kit features, but doesn’t have the ST’s performance credentials to go with it.

ST owners might find the almost identical looks to the ST-Line a bit disappointing. Maybe Ford should have made more features ST specific? But ultimately, there are enough differences, including the wheels, the exhaust and diffuser, to signal to those in the know that this isn’t an ordinary Focus.

A nice touch which will make owners happy is the ‘debadging’ of the Focus lettering across the tailgate. Now, not every Focus can boast that.  

Fancy Recaro two-tone seats aside, the rest of the cabin styling in the Focus ST is underwhelming with all its black plastic surfaces and a steering wheel which not only has an overly busy design (with buttons galore), but looks old for a new-gen car.

An interesting cabin feature is the rotary gear shifter, which looks cool and helps create that spacious cockpit feel. What’s it like to use? I’ll cover that in the driving section below.  

The dimensions of the Focus ST are: 4378mm long, 1825mm wide and 1458mm tall.

There’s nothing interesting about the SkyActiv X’s design at all. In fact, from the outside, the only way you’d be able to tell this car apart from a regular Astina is the SkyActiv X badge on the back. There are no funky eco-look wheels, coloured pinstripes, or sticker-work as some other brands choose to go with.

I hope you weren’t trying to impress your neighbors with your damn-fangled engine tech then, because they’ll be none the wiser. Then again, they probably wouldn’t be able to tell a Hybrid Corolla apart from a regular one, so maybe subtlety is key here.

Inside is the same deal. There are no badges, alternate trims, or coloured highlights to let you know you’re in something a bit different.

The most significant change on the inside is buried two menus deep in the multimedia system. It’s a new energy monitoring screen to add to the fuel monitoring suite which shows you how power is being used in the car, and importantly, whether or not the engine is using the special combustion technology. There are some conditions on it which we’ll explain later.

So, it’s not special to look at, but does it need to be? Most people would say no. We all know the Mazda3 is a great looking car (arguably one of the best in this segment) whether you choose the sedan or hatch, so at least you won’t have to make a drastic style choice either way.

The Focus ST is four-door hatchback with five seats and that makes it far more practical than a coupe sports car, but keep in mind it’s still small.

Legroom is great for me in the second row (I’m 191cm/6'3" tall, though) and when sitting behind my driving position my knees touched the seat back. Headroom back there is good, and I was impressed by the large apertures on those rear doors which made climbing in and out easier than most hatches.

The boot in the Focus ST isn’t the biggest in the class at 273 litres. That’s 68 litres less than the cargo area in the regular Focus because the ST has a subwoofer stereo speaker and a space saver spare wheel living under the boot floor.

Is it big enough to use as a family car? Well it was for our little family with one small child, but only just – the size of the boot really limited what we could take with us.

The lack of directional air vents in the second row isn’t good news for passengers, although there are two cupholders, decent-sized door pockets and a 12V power outlet back there.

Up front there are another two cupholders, big door pockets, a wireless charger and USB port in the hidey hole under the dash, and another USB port in the centre console bin.

If you’re only occasionally going to have people in the back the Focus ST will suit you well with a spacious cockpit that has good head-, leg-, shoulder-, and elbowroom.

A note about those Recaro seats – they have broad backs but a small seat area which I found a bit little for my backside. So, for anybody with a big back and small bottom, this is the seat you’ve been looking for.

Again, no major changes to report here. The Mazda3 remains the same as before inside and out when it comes to dimensions. This means healthy space for front occupants, complete with lovely soft leather-clad trims on the doorcards and centre console for your elbows.

There are two smallish cupholders somewhat clumsily placed in front of the shift lever, a small binnacle in front of that, a large centre console box, and useful bins in the doors.

The pared back design makes for ergonomic button controls. Mazda’s dial-controlled media system takes a bit of getting used to, especially when using CarPlay or Android Auto, but some prefer it. Rear visibility is less compromised in the sedan as tested compared to the closed-in space which features on the hatch.

Back seat occupants get average legroom for the class, although they will benefit from the same relatively lavish soft leather-trimmed surfaces.

Boot space continues to be an issue for the hatchback with 295L, while opting for the sedan as tested here will well and truly solve the issue as it offers 444L.

The future isn’t cheap, and the new Mazda3 wasn’t a cheap car to begin with.

The new SkyActiv-X engine will be sold in just one trim level, the top-spec Astina, and will carry a $3000 premium over an identical car with the old naturally aspirated 2.5-litre ‘G25’ powertrain.

It makes for an MSRP of $41,590 in automatic form, as tested here. Mazda’s new premium push has compounded with the extra cost of the new engine to put the price dangerously close to premium car levels. A new BMW 1 Series, for example, can be had for $45,990.

It has to be said at this Astina grade, Mazda packs in the equipment. Standard fitment includes 18-inch 'gunmetal' alloy wheels, an 8.8-inch multimedia display (not a touchscreen) with Apple CarPlay and Android Auto support, built-in nav, digital radio, and Bluetooth connectivity, a slick Bose audio system, leather interior trim, full LED front lighting, heated auto-folding wing mirrors, push-start ignition, keyless entry, a sunroof, and a 360-degree top-down reversing camera.

There are some above and beyond additions, too, like a holographic head-up display, semi-digital dash, and a truly thorough safety suite. Alarmingly though, despite the electrical system overhaul, this Mazda is still missing advanced connectivity like USB-C and wireless charging. Seems like a petty complaint, but still one I’m going to make in the context of an over $40K hatchback.

The SkyActiv-X grade has a mild-hybrid system backed by a lithium ion battery which helps to power on-board auxiliary systems and "assist the engine." Unlike hybrid tech from Hyundai or Toyota, however, this system does not directly drive the wheels.

This is the clincher, really. The problem this car will face is being unable to take buyers away from hybrid Toyotas which are far more competitively priced, boasting even better fuel consumption.

The 2.3-litre turbo-petrol four-cylinder engine is the heart of the Focus ST and it’s a thumping, noisy one, making plenty of power at 206kW and oodles of torque at 420Nm.

The Focus ST is a front-wheel drive car and while a six-speed manual gearbox is offered, the car tested here had the seven-speed automatic transmission.

Manuals can be tiresome to use daily in heavy traffic, but if driving is a real passion for you then you’ll know how much more engaging it is shifting gears yourself.

Driving enthusiasts might also be disappointed by the auto transmission in Focus ST, which is eager to shift up to higher gears and then quick to change its mind. Meaning I had to keep the car in 'Sport' or manual mode to stop it shuffling cogs incessantly.

So, good marks for the engine but the score is brought down by the auto transmission.

Here’s where it gets interesting. The SkyActiv-X X20 drivetrain is a 2.0-litre four-cylinder non-turbo petrol engine.

The trick? It blends the principles of spark plug ignition with that of diesel combustion ignition. Now to be clear, sparkless ignition would be the holy grail here, and that’s not quite what this engine does.

Mazda calls the tech spark-controlled compression ignition. It works by blending a lean mix of predominantly oxygen on the intake stroke in with a second injection of much richer fuel when the cylinder reaches close to its maximum compression. The spark plug then fires, and Mazda says this fuel mixture will then more fully combust thanks to the extra compression present.

According to Mazda at least, this means less wastage, more power, and cleaner emissions which are free of unburnt or partially burnt fuel.

Previous information had this engine feature a supercharger, and the brand's representatives confirm that some form of supercharging is present, however it is mainly "used as an air pump" for "ensuring an adequate supply of air is created" so that this new combustion cycle can take place.

Power has been boosted to 132kW/224Nm from the normal 2.0-litre’s 114kW/200Nm. Importantly, the peak torque figure arrives 1000rpm lower at just 2000rpm, getting close to the responsiveness of a turbo unit.

The SkyActiv-X is front-wheel drive only via an updated version of the brand’s six-speed torque converter automatic which is promised to be even more refined than its predecessor.

The new engine is also paired with a 24-volt mild-hybrid system which does not drive the wheels directly but assists the engine and auxiliary systems in the car.

Ford says that over a combination of open and urban roads the Focus ST with the automatic transmission will have used 8.8L/100km. I more than doubled that serving suggestion.

Starting with a full tank (52 litres) I drove 134.4km and needed 23.46 litres of petrol to top the tank back up to full. That works out to be 17.5L/100km. The car’s trip computer reckoned I used an average of 16.8L/100km.

Either way that’s thirsty, but not surprising because the ST has a high output four cylinder and my driving was mainly urban based, with a dash to the bush for some twisty roads.

My colleague Matt Campbell tested the manual version of the Focus ST and saw better mileage.

Anyway, who’s buying a high-performance hatch thinking it will be economical? Talking of fuel and money, you’ll need to feed the Focus ST premium unleaded petrol.

All this new technology claims to cut 1.1-litres per 100km from the combined cycle fuel figure of an equivalent 2.5-litre Mazda3, down to a total of 5.5L/100km for the automatic (as tested).

Real world figures tell an interesting story. While my recent test of the 2.5-litre car produced a blow-out of 8.4L/100km, three days of driving the SkyActiv-X around in mixed conditions had it produce a much lower figure of 6.4L/100km.

So not only was the new engine more responsive, it was much closer to its claimed number on fuel, too. Emissions (often the real reason for advances in engine tech these days… ) have also dropped markedly from 152g/km of CO2 to 135g/km.

Interestingly, the SkyActiv-X engine requires 95 RON mid-grade unleaded petrol in Australia, contrary to previous information which suggested not only would the technology run on base 91, but it would actually run better.

Mazda says the 95 requirement is due to the high sulfur content of our entry-level fuel (a comment frustratingly echoed by other manufacturers), and it’s more a durability issue than one of octane. The brand’s representatives assured us 95 RON does not significantly affect the combustion ignition process.

As with all Mazda3s the SkyActiv-X has a 51 litre fuel tank.

My colleague Matt Campbell reviewed the manual version of the Focus ST back in May 2020, and said he couldn’t wait to pilot the automatic, but I think he may have tested the better option when it comes to sporty driving.

I say that, though, not having tested the manual ST, but I’d bet my gear-shifting arm it’s more fun to drive, and that’s because the automatic seven-speed was constantly leaping up to higher gears and the only way to restrain it was by choosing Sport mode.

Even then the transmission kept changing its mind about which gear it wanted. But really, that's the only bad news when it comes to driving. The rest is all good.

Yup, the Focus ST not only does everything else right, it does it superbly. There’s the steering which is accurate and has great feedback, although plant the right foot and you’ll feel it squirm with a smidge of torque steer.

There’s the acceleration: 0-100km/h in six seconds. That’s not going to rip your face off, but it will put a smile on it.

Traction is also good, especially for a front-wheel drive car with this much grunt. And the chassis is taut and offers a great connection to what’s happening underneath you.

I was especially impressed by the ride. Sure, potholes could unsettle it, but for the most part in 'Comfort' or Sport mode the ride was composed, planted and almost comfortable (some family members felt it was a bit firm).

Helping pull the ST up are big brakes – 330mm rotors at the front and 302mm at the rear. I agree with Matt, in his review of the manual version, that while adequate, this set-up doesn't deliver the stopping power expected from anchors this big on a small car.

Now the rotary gear shifter – impressive to look at, just not to use. Ergonomically, I find it’s easier to pull or push a shifter than to turn a dial.

You may get used to it over time, but I never have despite driving various cars with them for a decade. Dials are great for adjusting things in small increments like the volume of the radio or climate control temperature but not for important stuff such as selecting Reverse or Drive.

I wasn’t sure what to expect. How does a different injection method feel?

After three days behind the wheel I can confidently say most people won’t really be able to tell the difference, but that’s not to say there isn’t one.

Quite the opposite in fact. This new engine’s bump in power and more readily available peak torque are notable.

I spent most of my drive time with the energy monitor screen set, so I could try to understand how this new engine reacted to my inputs. The combustion ignition (SPCCI) mode is working most of the time. It doesn’t run at idle, and Mazda says it won’t run at ‘high loads’, but it seems to always be on past about 1200rpm in normal driving.

Once it reaches that point, the revs surge up quickly, almost like a turbocharged engine. It’s not quite as full-on with its surge of power, but it is very noticeable.

It gives this car a kind of comfortable pulling power kick which is at least on-par, but probably better, than the equivalent 2.5-litre engine (without being able to test them side-by-side), despite its higher power figures.

I wish I could tell you there was some big ‘wow factor’ moment here. Like it sounds really great once it’s on song, or it has a snapping-on feeling like Honda’s once-lauded VTEC. But it doesn’t. This engine has a unique tone, sure, but it’s quiet and subtle, and the delivery of power is quite linear.

In fact, the whole drive is notably smooth and refined. A cut above the rest of the Mazda3 range. The engine sounds distant, even when pushed, and the transmission has been smoothed out further between gears and re-calibrated to better deal with the new powerplant’s readily available bump in power.

As always, Mazda’s 'i-Stop' stop/start technology is one of the best on the market, to the point where you won’t even notice it’s there. The efficiency of this system has apparently been given a boost by the new 24V hybrid system, but again, there’s little tangible difference in terms of how it feels.

The energy monitor really made me wish this car was just a traditional hybrid. I don’t doubt whatever comes next will be. it would be a truly fantastic step forward to blend the benefits of this engine with a true hybrid drive for even lower consumption.

The drive experience imparts a sense the SkyActiv-X simply does what it claims to do. It’s a shame there’s nothing particularly exciting for driving enthusiasts (apart from how cool the tech is), but it really lives Mazda’s current ethos of constantly tweaking and improving what it has to work with, without any radical changes to what consumers expect behind the wheel.

The same excellent suite of active safety items available on other Mazda3 Astina variants is offered here, meaning freeway-speed auto emergency braking (AEB), reverse AEB, lane keep assist with lane departure warning, blind spot monitoring, rear AND front cross traffic alert (uses sensors to see around objects which might block your view when pulling out), traffic sign recognition, as well as adaptive cruise control with stop and go function.

On the expected side of things there are seven airbags, the expected brake, stability, and traction controls, as well as dual ISOFIX and three top-tether child seat mounting points across the rear seat.

Unsurprisingly, the Mazda3 carries a maximum five-star ANCAP safety rating as of 2019.

The Focus ST is covered by Ford’s five-year/unlimited kilometre warranty. There’s seven years of roadside assistance, too, provided you service it with Ford.

Service intervals are every 12 months or 15,000km and capped at $299 for the first four services.

All Mazda3s, including this new variant, carry a five-year, unlimited kilometre warranty promise competitive with competitor marques, including five years of roadside assist.

Service pricing was not available at the time of launch, although Mazda told us it shouldn’t stray far from the current 2.5-litre engine option which costs between $315 and $359 on alternating years for the life of the warranty.

Service intervals should also remain the same at 10,000km or 12 months whichever occurs first.