Toyota Prius VS Ford Focus
- Refined styling
- Roomy interior
- Advanced safety equipment
- Blind spot warning standard only on Titanium
- Auto transmission can seem indecisive
- No manual gearbox
Tree-huggers get a bad rap, especially when they're accused of driving Priuses, a particularly targeted form of abuse inspired by the Malibu movie set. Hollywood types who stepped out of gas-guzzling private jets to tool around humbly in Toyota's trailblazing hybrid used to include dapper chaps like Clooney, Damon and di Caprio.
They must have been pleased when Tesla arrived with bigger, faster, fully electric cars. Sometimes you really need to get to your private jet in a hurry.
And I say they were pleased because driving a Prius forced these folks to consider what life would have been like had they not played that dead body on CSI, before rising through the ranks to owning chunks of a coffee-pod company and marrying lawyers who make speeches at the UN.
The Prius was a run-of-the-mill car that appealed to them only via its new hybrid technology, whicht helped assuage their guilt at burning several tonnes of avgas instead of mixing it with the general public on commercial airlines.
In 2019, Toyota has four hybrids (including a RAV4) with which to attract your attention, and one of those is the 20-year-old Prius. Still odd-looking, still a hybrid, still pretty much the same proposition as that first, nose-diving sedan all those years ago. Its own bretheren are out to consign it to irrelevance. Or is it still worth another look?
|Fuel Type||Hybrid with Regular Unleaded|
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|
Toyota Prius 7.1/10
In 2019, the Prius is a head scratcher. Toyota has the hybrid Corolla on the same TNGA platform but it's a better overall proposition, cheaper and vastly better looking. If you can find one, you can have a hybrid Camry for a similar money.
Committed EV buyers can now buy a fully electric Hyundai Ioniq for a few bucks more. It almost feels like the Prius is hanging on for the fans so it rather has the feeling of an Eagles concert... without the hits.
It's difficult to see why you wouldn't save a significant amount of money and go for a Corolla Hybrid. The ZR I drove last year was $13,000 cheaper than the Prius, and a far more satisfying drive.
With cheaper Korean options hoving into view - and Toyota's own Corolla - is the Prius' day done?
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.
My goodness this is an awkward-looking car. The Prius set the template almost two decades ago and it seemed like any hybrid, no matter where it was from, looked like Toyota's pioneer for a while.
Part of the awkwardness is a result of wind-tunnel styling to maximise the benefit of the hybrid power unit - that high, boxed-off tail makes the Prius slippery, but weird looking. The adventurous shapes of the lights front and rear really don't work (for me, anyway). The tiddly wheels amplify the slabbiness of the sides.
I say tiddly because, as you know, they're just 17-inchers. The base model Prius has a laughable set of 15s bolted on.
You know, just by looking, that this is a Prius and, by extension, a hybrid.
The interior is a bit more contemporary, but littered with cheap Toyota staples like that dodgy LCD clock that used to be in my Mum's Echo. Speaking of the Echo, Toyota has recycled and expanded on the idea of a centrally placed dashboard, all of which is digital but without the inventiveness of a German, or even a Korean car. It works really well, to be fair, but there's not much in it to amuse or delight.
The central touchscreen is nice and close and shows additional information about the hybrid-drive system. The profusion of piano black is a bit passe, though, and picks up dust and fingerprints.
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.
Passenger space in the Prius is excellent for its footprint. Slightly roomier than the Corolla, front and rear passengers have generous head and legroom, although the narrowing hips pinch the shoulders a bit with five aboard. The roofline also abbreviates headroom for anyone over about six feet. The seats are comfortable, though.
Front and rear rows are each treated to two cupholders and bottle holders, for a total of four of each. The front centre console also has a Qi wireless charging pad, as well as a deep bin under the armrest.
Boot space starts at a modest 343 litres to the parcel shelf but if you drop the rear seats, you've got a very generous 1633 litres. The lower-spec Prius has a much smaller boot (297 litres) but does have a spare tyre.
Toyota hasn't certified the Prius with a towing figure.
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.
Price and features
The 2019 Prius update is available in two specs - entry level for $36,590 and this i-Tech for a stout $44,050. For that outlay you score 17-inch alloys, a 10-speaker JBL-branded stereo, keyless entry and start, Qi wireless charging pad, auto LED headlights, auto wipers, reversing camera, electric everything (except the tailgate), fake leather trim, climate control, head-up display, sat nav and a tyre-repair kit.
Toyota's worse-than-the-final-season-of-Game-of-Thrones multimedia system soliders on. It's hard to use, terrible to look at and, even with the Kluger-style shortcut buttons, leaves me screaming, alternately, for a hug and for Apple CarPlay/Android Auto.
There's just no excuse for a system this bad in the modern world. Toyota Australia's stubborness is admirable, in a way. The sound is really good, though, and it comes with DAB, which is fine if you can work out how to find the station you want in the confusing user interface.
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.
Engine & trans
The 1.8-litre four-cylinder engine produces 72kW and 142Nm. Due to the vagaries of hybrid-power calculations, the combined power output is 90kW, but there is no combined torque figure. It's unlikely - given the 1400kg kerb weight - that it's only 142Nm.
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.
Official figures are always worth a chuckle, but the combined-cycle figure for a hybrid is always an interesting pointer. In the Prius, the ADR figure is 3.4L/100km. My week with the Prius in almost exclusively city driving - its natural habitat - yielded an impressive 4.3L/100km.
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.
Despite rolling on Toyota's TNGA platform, it's not a particularly interesting car to drive. As with the old Prius, there's a fair bit of body roll and not a small amount of dive under heavier braking.
Neither of these are likely to trouble you, as the underpowered nature of the Prius enforces a relaxed pace, much like the hybrid Corolla I drove last year.
The uninspiring combination of modest power outputs and a CVT transmission is a Toyota staple and never fails to set my teeth on edge.
Having said that, the Prius is very quiet and an easy place to spend the commute. Again, the target buyer isn't looking for an excitement machine - fast hybrids are vastly more expensive - this car smashes its KPIs.
Toyota's early progress has been engulfed by its competitors, however. The Prius has all the clicks and whirrs but it's still essentially the same car it always has been - press the accelerator a bit, you get a few metres of near-silent progress, then the engine kicks into life and off you go.
The whacky joystick gear selector features D position and B. Other hybrids and BEVs have what I thought was a similar feature, a separate mode to increase the aggression of the energy harvesting from braking. Not the Prius - B means braking, which you can use on a long downhill run to reduce the strain on the tiny brakes. Switching to B mode induces engine braking by lowering the gear ratio in the CVT.
And, on that point, the Prius pretty much drives like a normal car. Some hybrids use the drag of the generator to assist with braking and therefore charge the battery, but the Toyota is almost entirely conventional-feeling.
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 Prius i-Tech ships with seven airbags (including driver's knee bag), ABS, stability and traction controls, reversing camera, blind-spot monitor, rear cross traffic alert, lane-departure warning, forward-collision warning and forward AEB.
For the kiddies, there are three top-tether anchor points and two ISOFIX points.
The current Prius scored five ANCAP stars in October 2016.
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.
Toyota has joined its rivals in the long-warranty camp, now offering five years/unlimited kilometres on its whole range. Roadside assist is an extra cost, though.
Your Prius' service costs are capped for the first three years/60,000km and you have to take it back to Toyota every six months/10,000km. Thankfully, the services only cost $140 a pop.