Ford Focus VS Mazda 6
- Refined styling
- Roomy interior
- Advanced safety equipment
- Blind spot warning standard only on Titanium
- Auto transmission can seem indecisive
- No manual gearbox
- Beautiful looks
- Lengthy standard features
- New turbo engine
- Touring doesn't offer turbo option
- No Apple CarPlay/Android Auto
- Warranty looking a bit short
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 Mazda6 used to be just about everywhere. A classic go-to kind of car, it has been a constant presence in Mazda's stable of passenger cars. Mazda's well-timed shift to SUVs a decade ago could have seen the eventual decline and demise of the classic mid-size sedan, but here we are in 2018 and it's still going strong.
The new Mazda6 isn't a ground-up redesign, it isn't a revolution that brings with it electric powertrains or funky hybrid additions or some wacky weight-saving technology. Instead, this new 6 echoes the approach the Japanese company took with its big-selling CX-5; detail changes, and lots of them.
|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.
The new 6 does exactly what's required, and that is to deliver a beautiful and refined car at a good price. The Mazda flagship is loaded with enough gear to give the Camry a run for its money, and it's hard to see why the 6 wouldn't be on your list.
Choosing a sweet spot of the range is tricky. The 2.5-litre Touring is well balanced when you consider value for money, but you can't help looking one step up to the turbo GT. That new engine really completes the transformation. So either hold out until Mazda relents and offers a turbo Touring, or live with the non-turbo 2.5.
I have always had a soft spot for the 6, but it required turning a blind eye to a range of deficiencies. Now they're pretty much gone, and I don't have to say, "But..." when asked about it. There must be thousands of changes in this new car and every single one of them has been an improvement.
What do you think? Can the 6 tempt you back out of an SUV or out of your current mid-size sedan?
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.
Mazda's Kodo exterior design is hugely successful, so a top-and-tail is enough to bring the car up to date without ruining a look that has made it famously pretty.
All the front panels forward of the doors are new, with a new bumper, headlights and a 3D grille. New 19-inch alloys on the GT and Atenza also help. The new bumper features a different front spoiler, the fog lights have moved into the LED headlight assembly and the indicators are now eyebrow-style LEDs along the top edge of the lights. The chrome (okay, plastic) grille outline is slimmer and wider, making the car look wider, but also sportier. Much of what you see came from Mazda's Vision Concept car from the 2017 Tokyo Motor Show.
The rear has come in for similar treatment, with a new bootlid, bumper and bolder twin-exhaust treatment - the pipes have a bigger diameter and a more "sculpted" look.
Mazda tends to skip adding side skirts, a rear diffuser or rear wing, leaving the body kit work to the aftermarket brigade. The wagon does have a small rear spoiler over the rear window, though.
Interior photos photos show a new and lighter cabin, and you might be surprised to find that all that remains unchanged from the previous model are the steering wheel, some switches and the top of the gear selector. There wasn't a great deal wrong with the old one, but this new one seems even more coherent. The centre console is less cluttered, housing just the air-conditioning controls. Seat belt or airbag lights, for instance, are now in an overhead console which also features a sunglass holder.
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.
The interior dimensions of the 6 are unchanged, but it has always been a roomy sort of place. Rear legroom is expansive but if you're 185cm, your head might brush the (new) headlining.
Boot space for the sedan starts at 474 litres (VDA) and the wagon offers 506 litres. For more luggage capacity or cargo of a larger size, the space can expand to 1648 litres, which isn't bad given the wagon's smaller dimensions. A tonneau cover is standard in the wagon.
Storage is handy rather than extraordinary. Front seat passengers score a pair of cupholders with a neat cover for when they're not in use. The centre console is on the smaller side, but a decent phone cubby under the climate controls makes up for that. The fold-down rear centre armrest features a pair of cupholders, a slot to hold a phone or small tablet upright and a small lidded tray with a pair of USB ports.
Towing capacity for the 2.5-litre is 550kg unbraked/1550kg braked, and the turbo petrol and turbo diesel manage 750kg braked/1600 kg braked.
The turning radius differs between the sedan and wagon. The longer sedan (yes, really) has a turning circle of 11.2 metres, with the wagon completing the same trip in 11 metres. With ground clearance of 125mm, the 6 is not an off-road proposition.
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.
With four trim levels and three engine options, there are fourteen different versions of the 6. Our range review features a full model comparison and price list so you know how much you'll pay and what you'll get. Prices are RRP and therefore a starting guide - your final drive-away price will be down to you and your dealer.
The range starts with the Sport in sedan and wagon forms, with just one engine choice, a 2.5-litre 140kW/252Nm naturally aspirated petrol. Mazda claims the refreshed 6 Sport has $3000 of added value for no price increase. The Sport is priced at $32,940 for the sedan and $33,790 for the wagon.
Standard features include 17-inch alloys, head-up display, LED headlights, power mirrors, a power window in each door, auto headlights, rain-sensing wipers, six speakers, dual-zone climate control air-conditioning, leather steering wheel and gear shifter, sat nav, push-button start, remote central locking, active cruise control, rear parking sensors, GPS sat nav, DAB radio, trip computer, a safety package including lane assist and a space-saver spare tyre. The wagon version adds roof rails, an intermittent rear wiper, cargo cover and cargo net as standard.
Added to the Sport edition specs are leather seats, power heated and folding mirrors, electric front seats, 11 Bose-branded speakers (including subwoofer) for the infotainment system, leather steering wheel and gear shifter, smart key (keyless go and keyless entry), front and rear parking sensors and LED daytime running lights.
Next up, The GT drops the naturally-aspirated petrol and replaces it with the 2.5-litre turbo with 170kW and 420Nm. The diesel stays and prices start at $43,990 and end at $46,390.
Added to the GT are 19-inch alloys, black or white leather seats, heated front and rear seats and an adaptive front lighting system.
The top of the range Atenza features adaptive front LED headlights, white or walnut Nappa leather seats with suede inserts and wood trim. Available from $46,390 up to $50,090, the diesel versions are slightly more expensive than before.
Compared to the 2017 model year 6, Mazda says the 2018 model features extra value of between $1000 for a slight rise (Atenza) or drop (GT). The Sport and Touring pick up $3000 worth of gear, with prices either unchanged (Sport) or dropped (Touring).
There are eight colours, with Titanium Flash (grey), Deep Crystal Blue, Blue Reflex, Snowflake White, Sonic Silver and Jet Black all free, as well as Mazda's stunningly pretty Soul Red and the understated Machine Grey, both for a small extra cost. Sadly for fans of more out-there colours like yellow, purple or green, they're all off the menu.
Mazda's MZD Connect multimedia system is accessible through the dash-mounted touchscreen and a console-mounted rotary dial. None of the range feature Apple CarPlay or Android Auto (yet, but stay tuned, the Yanks have it already), but you can plug in your iPhone or Android device via USB or hook them, or another MP3 type player, up with Bluetooth .
The multimedia system is reasonably easy to use, the navigation system is a bit blocky but otherwise accurate, and the car's various gadgets are simple enough, so a trip through the owner's manual should be rare.
Various accessories such as a roof rack, towbar, cargo barrier and boot liner are available from a dealer. Your dealer will most likely offer you tinted windows and despite not appearing on the spec sheet, it seems floor mats are standard. As is right and proper.
Missing from the options list are a seat belt extender, homelink, panoramic sunroof, a premium package over and above the standard inclusions, 18 inch rims, 16 inch alloys, red brake calipers, performance brakes, park assist, radio-CD player combination, CD changer, xenon, projector, halogen or HID headlights, heated steering wheel, nudge bar, wifi hotspot or elegance pack.
The space-saver spare is no match for a full size tyre, but it sure beats a tyre repair kit
If you like your model statistics, then read on; Mazda expects the Touring grade to take just over a third of sales with the other three grades taking around 20 per cent each of sales. Two-thirds of all 6s will probably be sedans, and just five percent (fewer than 200 units!) will be diesel.
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.
The 6 now has three engine options; two petrol and one turbodiesel. Both petrols are the 2.5-litre SkyActiv. The naturally-aspirated petrol is found in the Sport and Touring and generates 140kW and 252Nm (up from 138kW and 252Nm). From the same engine size but with a turbo fitted, GT and Atenza buyers score 170kW and 420Nm of torque.
The two petrols' specs include Mazda's i-eloop regenerative braking technology to help charge the battery while saving fuel. All engines feature stop-start to cut fuel consumption around town. The non-turbo also features cylinder deactivation. Mazda says that at a steady 80km/h, cutting two cylinders (one and four) reduces fuel consumption by five percent.
Other improvements to the 2.5-litre include revision of various components and a new continuous displacement oil pump.
Both of these engines drink 91RON, so no need to worry about paying for premium unleaded. Given the huge price difference between 91 and 95, that's an easy saving of around $1.60 for every 100km travelled, based on the quoted combined fuel mileage figure of the turbo.
If you were to put the thumbscrews on a Mazda engine expert, you might extract a dirty secret - run it on 98RON and you'll see somewhere in the region of 184kW from the turbo. But you didn't read that here.
The 2.2-litre twin-turbo diesel's ratings come in at 140kW and 450Nm. Both power and torque are up (from 129kW and 420Nm respectively), courtesy of the diesel's variable geometry turbos and updated injector sequence.
All 6s are front-wheel drive through Mazda's six-speed automatic transmission. There is no AWD, 4x4 or rear-wheel-drive version. A manual transmission option has long since disappeared, so the manual vs automatic argument is settled for you. No manual gearbox means no clutch to worry about, so manual transmission issues are a moot point. Also unavailable is an LPG version.
Oil type and capacity are dependent on the engine type. If you're interested in whether the engines feature a timing belt or chain, it's the latter.
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.
Mazda claims that the 2.5-litre petrol will drink at the rate of 7.0L/100km and the turbo petrol at 7.6L/100km, both sipping 91RON fuel and on the combined cycle. Diesel fuel economy is quoted at 5.3L/100km on the combined cycle.
Fuel tank capacity is 62 litres across all three engine options.
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 6 has never been a bad car to drive - far from it - but earlier models and the early iterations of this current 6 (before the facelift, obviously) suffered from reasonably high road-noise levels. This new 6 finally puts all that to bed.
Mazda has focussed a lot of attention on what they call conversational clarity. Luckily they don't mean what is actually being said - my blathering would instantly ruin their KPIs - but the ability to hold and hear a conversation. There must have been hundreds of individual changes just to address noise.
A huge number of components have been changed, right down to the undercarpet floor lining, to reduce the racket from the outside getting in. Now only a poor, coarse surface lets in tyre noise. Wind noise is down due to a variety of measures, and at speed the conversational clarity goal is well and truly achieved. The sound system doesn't struggle to cover what's left.
The updated petrol and diesel appear quieter and the 2.5-litre turbo (which we already know from the CX-9) is indeed very refined. You can barely hear a peep.
Performance figures for the two updated engines are unlikely to be substantially different, if at all. The new turbo petrol, while plenty powerful and seriously torquey, is no fireball. What it does is make those who aren't content with the standard 2.5-litre engine much happier with the way the car drives. It's far more relaxed; you don't need to work the engine at all hard and the in-gear performance is probably better than the diesel when you consider the weight difference. The extra horsepower calms the driving experience, particularly when out on the freeway.
The electric power steering won't set keen drivers on fire, but it's well-weighted and accurate.
Competent, secure and relaxed - those are the best three words to define the 6 experience, and even more so with the turbo petrol engine.
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.
Mazda has certainly carved itself a niche when it comes to offering advanced safety features up and down all the cars in each model range, and the 6 is no exception. From the entry-level Sport up, the 6 has six airbags, ABS, stability and traction control systems (aka DSC), high beam control, lane departure warning, lane keep assist, blind spot monitor, radar cruise control, forward and reverse AEB, reverse cross-traffic alert, reverse camera and traffic sign recognition.
For all your child seating needs, you have three top-tether restraints and two ISOFIX points.
The Mazda6 scored a five-star ANCAP safety rating in November 2013. It seems unlikely a retest would see any issues scoring another five-star result. There's just one curious omission; a tyre-pressure monitoring system.
Service intervals are the same for each engine type, arriving at 12 months or 20,000km. Mazda offers capped-price servicing for the ongoing maintenance of the vehicle and service costs are listed on the Mazda website, along with any extras.
Diesel engine problems appear to be a thing of the past, with few recent complaints of merit in the usual internet forums. Common problems tend to set these sort of places on fire with reports of faults and defects, but over the last few years, the 6's reliability ratings and general durability seem strong.
Where is the Mazda6 built? All Australian cars arrive from Japan.