Sporty small hatch
comparison Mazda 3 v Ford Focus v Holden Cruze v Hyundai i30 v Nissan Pulsar
Almost
anyone can throw on a pair of gym shorts and runners and look reasonably
sporting in the checkout line at Coles, and the same is true with cars – the
addition of alloy wheels, a spoiler and foglights can suddenly make your small
hatchback look at least a bit athletic.
As ever,
though, it’s the muscles beneath the clothes that counts. The five
warm-hatchbacks assembled here cost between $28,000 and $32,000, and they all
slide in around $10K beneath similarly-sized, properly
toned hot-hatchbacks.
That’s a lot
of protein shakes-worth you could save for your own fitness regime, and it’s
not as though this lot are devoid of delivering driver enjoyment; they are, but
to varying degrees.
From the
tall and skinny look of the Nissan Pulsar SSS it
perhaps appears the least primed of the bunch.
Proving
looks can be deceiving, however, it is the most expensive car here (as with all
contenders here, as an automatic, and priced from $32,390 plus on-road costs)
and the most powerful, its 1.6-litre turbocharged four-cylinder delivering
140kW of power and 240Nm of torque.
In
unassuming grey, it will take a trainspotter to note the machined alloys, LED
tail-lights and red badging as differences of the Hyundai i30 SR from the base model. A $30,190 sum
gets you a bigger 2.0-litre (but non-turbocharged) engine with 129kW and 209Nm.
The Holden Cruze SRi-V was available to test only in
sedan form, though the mechanically identical hatchback costs the same $28,690
in auto form, making it the first contender here to duck under the $30K
barrier.
It gets racy
red badging like the i30, and the same-sized engine as the Pulsar, though the
General Motors motor makes a lesser 132kW and 230Nm.
A popular
favourite that has had a warm-hatch in its line-up for longer than any other
model here, the Mazda 3 SP25 is part of the
non-turbo brigade, though its 2.5-litre capacity is the largest you’ll find of
any four-cylinder in the class. For $27,890, the extra litreage buys you the
second highest power output (138kW) and the most torque (250Nm).
Which leaves
the Ford Focus Sport as the bridge between the above
warm brigade and the cheaper Corolla class that starts from about $20K.
It utilises
the same-sized engine as the i30 SR, and although it makes a marginally lower
125kW and 202Nm – the least here – this engine can be had in lesser Focii if
you can do without the alloys, fogs and spoiler. But this $28,190 S-badged – in
red, naturally – Ford is one of the most dynamic cars in its class and
deserving of its place here.
From the
outside, the Mazda 3 and Holden Cruze get the largest (18-inch) wheels,
versus size-smaller 17s for the others.
The 3 SP25
also shares the award for nicest interior with the Hyundai i30, both delivering a great balance of
nice plastics and tight panel fit.
Conversely,
the dashboard design of the Holden Cruze is starting to feel its five-year
vintage, and as the oldest car here it also has scratchy plastics and some
loose-fitting trim.
The Ford Focus has a smattering of buttons on its
dash, but they all work well and it has a higher standard of design compared
with the ergonomically excellent, but also quite bland Nissan Pulsar.
The Mazda
and Hyundai continue to go toe-to-toe for interior supremacy, with the former
kicking goals for its infotainment system and the latter for its seat comfort
and storage.
Befitting of
the newest contender here, Mazda’s MZD-Connect system uses both a 7.0-inch
touchscreen and console-mounted rotary dial to access its standard satellite
navigation and apps connectivity such as internet music streaming facility
Pandora.
Holden’s
MyLink equivalent is rarely beaten for infotainment ease-of-use, but it is here
by a whisker. Why? The Cruze has the same-size touchscreen, but it’s a bit of a
reach away from the driver and lacks a secondary rotary dial like the 3; you
can use Pandora, but it needs to run via a USB cable where the Mazda lets you
vote a song up or down, and change internet stations via Bluetooth; and the nav
controls are just a bit fiddly, and require your smartphone’s internet to use
maps – where its rival’s is integrated.
In fact,
Hyundai’s Suna sat-nav (again on a same-size touchscreen) is easier to use, and
its screen is brighter and clearer than the Holden’s even though it lacks apps
connectivity. That said, Bluetooth audio streaming, and auxiliary and USB inputs
are included on all five models here.
Although the
Ford has a pokey 5.0-inch non-touchscreen accessed via what looks to be a Sony
home theatre system from the 1990s pasted onto the dash, it works intuitively
once accustomed.
Likewise the
5.8-inch touchscreen in the Nissan – no apps connectivity, but clear graphics
and simple accessibility.
While cruise
control, automatic headlights and wipers, a trip computer and reverse-view
camera are standard on all five models here, as you might expect the most
expensive contenders have some advantages.
That said,
the Ford, despite being less expensive than the Mazda, picks up auto keyless
entry and rear parking sensors.
The Cruze
SRi-V gets leather trim that the cheaper Focus and 3 SP25 miss, and it’s the
only one here that also gets front seat heating. Unfortunately its front seats
are the hardest and least comfortable here, though its side bolsters offer good
support.
The i30 SR
is the only car here with an electrically adjustable driver’s seat, and in
concert with superbly comfortable seats, permits the sweetest driving position.
The extra spend in the Hyundai also buys you xenon headlights, auto-dipping
rear-view mirror and an extra driver’s knee airbag over the others, all of
which feature the standard dual-front, front-side and full-length curtain ‘bag
protection.
The
more-expensive-again Pulsar SSS misses out all those features the i30 adds
except xenons, while it joins the 3 SP25 being the only car here without
parking sensors.
The Nissan’s
leather front seats are also the flattest here, sharing an awkwardly
tilted-forward driving position with the Mazda. By contrast, the deep, soft and
supportive Focus seats are almost as lovely as the Hyundai’s.
At least in
the 3 SP25 the driving position issue can be fixed by choosing the $32,590 GT
version that gets an electrically adjustable driver’s seat in addition to
leather and seat heating – and it’s only a few hundred more than the Pulsar
SSS.
The same is
true – though less required – for the Focus, which comes with all of the above
(plus auto-parking, sunroof, etc.) in the $32,990 Titanium.
No Mazda 3
comes with a great amount of storage space, either, with tiny bottle-sized door
pockets, a shallow tray under the climate controls and an average console storage
box. It pales against, for example, the deep bins of the i30 and massive
console storage of the Pulsar.
Quite literally, the Nissan continues to come forward from behind. Being the tallest contender here, its rear seats sit up high to give passengers a good view of the world, while rear legroom is the most generous by far – despite having 100-150mm less body length than 3 and Cruze hatch. It’s also the only model to get rear air vents.
The Ford and
Hyundai’s seats are excellent in the rear, too, while the Mazda is good but
noticeably more cramped and the Holden continues with a hard cushion and is
similarly lacking in legroom.
There’s
nothing remarkable about the way the boots of these five models are packaged
under their hatched-backs. All get 60:40 split-fold rear backrests that expand
their cargo volume – in order, Cruze (445 litres for this sedan, 413L for the
hatch) and i30 (378L); then, closely matched and on the small side for the
class, Focus (316L), Pulsar (310L) and 3 (308L).
With all the
inside-health checks out of the way, it’s time to see how fit this lot is when
they’re up and running.
As we thread
out of the city, the Focus immediately reminds us of why it’s here. Its
steering is superbly mid-weighted, precise and fluent, typical of Ford of
Europe tuning.
Riding on
sports suspension, it can get fidgety at times but it never goes too far – it
always has one eye on being a sports hatch while remembering it’s still a small
family hatch.
The same is
true with the i30 SR, which compared with the regular 1.8-litre i30 has four
per cent stiffer front spring rates and re-valved Sachs dampers,
tuned locally.
The slightly
firmer-again ride gels more in the SR than the already-firm suspension does in
the regular i30 given this sportier application, but it still can be lumpy on
freeways and unsettled over minor irregularities at speed. The upside is
excellent control on rough roads.
The
Hyundai’s steering is no match for the Ford’s, feeling noticeably less tight in
all of its three modes – from lightest to heaviest: Comfort, Normal and Sport –
though at least the vacant patch on-centre dries up in the latter one.
Only the
Mazda’s steering goes close to matching the Focus, though it’s a bit lighter
and slightly less connected.
The 3 SP25
uses the same suspension set-up as the regular 2.0-litre 3 models, and on the
larger 18-inch wheels it can be noticeably more pitter-pattery across ruffled
surfaces.
There’s some
softness on rough roads that hasn’t existed on previous Mazda 3 generations,
though compliance is improved so you could say the suspension is better
balanced than before.
With the
Holden, control takes priority though not by a long way to the detriment of
comfort.
The Cruze SRi-V
can thump the hardest over big hits, but it also has the uncanny ability to be
more settled than an i30 on the freeway.
Its steering
is light, but also the most immediate and pointy here just off the centre
position.
Nissan goes
well the other way for its suspension and steering. It feels by far the softest
car here, and the steering is slow and ponderous whether negotiating a shopping
centre carpark or just trying to get the Pulsar SSS turned-in to a corner.
And as it
turns out, getting this Japanese hatchback around a bend is hard work beyond
the steering response.
The Nissan
is the quickest car here, with a superbly perky engine working with a 1340kg
kerb weight and a continuously variable transmission that in manual mode is the
snappiest, sweetest transmission of the group.
Holden may
use a same-size turbo engine with similar outputs in addition to a brilliant
Australian-tuned six-speed automatic transmission (which in Sport mode is the
most intuitive here, kicking back gears under brakes), but the Cruze SRi-V is a
class heavyweight at 1493kg, so it never feels as fast.
The
2.5-litre Mazda makes similar outputs to the Pulsar SSS and runs a slick
six-speed auto (without a Sport mode not quite Cruze-great though), and it even
weighs less at 1308kg. Yet without a turbo that feeds in power and torque from
low in the rev range, the 3 SP25 can drop off the ball unless it’s revving,
where the Nissan just keeps on surging.
When it comes
to wiping off all that speed in the Pulsar SSS, however, problems arise.
Well,
they’re not big issues if you (like this tester) find a softly sprung and rolly
chassis entertaining, but there’s no getting around the fact the Nissan is the
least dynamic contender here.
It clings to
the grip of its excellent Continental PremiumContact2 tyres, but it is a
committed understeerer, even when you try to moderate it by backing off the
throttle.
On a massive
upside, there’s an important marking in my notes: “Pulsar the only one here
that doesn’t make you think about the road surface”. It rides well, though
the others then run off into the distance for dynamics.
The Focus
handles sweetly as the second softest car here, though it is nicely
balanced.
With the
least power and torque, though, and the second-heaviest kerb weight (1396kg) of
the lot, it’s somehow unexciting.
It’s also
not helped by unintuitive manual mode +/- buttons on the transmission selector,
and an intrusive, non-switchable stability control. The six-speed dual-clutch
automatic itself gets the most out of the engine, though it can be surprisingly
slow under duress.
The Hyundai,
as the Ford’s other 2.0-litre rival, is a whole lot lighter at 1282kg.
The engine
feels quicker to rev and generally more active and keen, though it too is a bit
unexciting compared with the turbos and the 0.5-litre larger Mazda. Flat and
composed handling is let down only by the lack of grip from its Hankook
VentusPrime2 tyres.
That’s
particularly noticeable when you swap into the Cruze SRi-V that runs fantastic
Bridgestone Potenza RE050 tyres. It sits even flatter than the Hyundai on the
road, the front in particular feeling pointier and allowing the driver to use
its extra power earlier. It has an agility level when changing direction that is
superior to any car here.
The Mazda 3
used to be untouchable as the handling benchmark in the small car class, though
it now takes second to the Holden.
It is the
keenest here to move around on its chassis, and the rear end will let go the
easiest under provocation to help the nose point, though never by a dangerous
amount.
Its Dunlop
Sport Maxx tyres lack some grip, though the stability control is expertly
tuned, the auto is quick and there’s enough power to have fun.
Officially,
the 3 SP25 also uses the least fuel, needing 6.0 litres per 100 kilometres of
regular unleaded during combined cycle laboratory tests, just ahead of the
Focus Sport (6.6L/100km), i30 SR (7.5L/100km) and the twin turbos, the Pulsar
SSS (7.8L/100km) and Cruze SRi-V (7.9L/100km).
On a light
freeway run, both the Mazda and Ford dropped to 6.2L/100km, before the former
settled at 8.5L/100km overall versus 8.2L/100km for the latter once urban and
country driving was factored in. The Nissan did 6.4L/100km on the highway,
rising to 8.8L/100km, compared with 6.9L-8.8L/100km for the Hyundai.
Continuing
the run of GM engines being thirstier than rivals, a total 7.0L-8.9L/100km was
recorded for the Holden that (along with the Pulsar) also needs more expensive
premium unleaded fuel.
Back to the
number-crunching part. Given our overall fuel figures, the 15,000km Australians
drive each year on average, and current fuel prices ($1.40 per litre unleaded,
plus 10 cents for premium), the Focus will need $1722 from your wallet
annually.
That’s a
mere fortnight’s worth of city gym membership ($63) ahead of the 3, followed by
the total for the Hyundai ($1848), then the fastest-on-test Pulsar ($1980) and
Cruze ($2003).
If GM
engines are typically thirsty, then Holden servicing is also regularly the
cheapest, and that’s no different here. To three years or 60,000km, the Cruze
(with nine-month/15K intervals) costs $740.
Although
that’s only $7 less than the i30 if you reach three years before its annual 15K
limit, if you do happen to reach 60,000km first you’ll need an extra Hyundai
service, pushing the total to $1096.
The same
story is true for the Mazda 3 ($976 or $2042 respectively) and Ford Focus
($1140 or $1615), though for either time or distance you’ll pay a hefty
$1908.50 to get your Nissan Pulsar checked.
The Hyundai
also has the added value of a five-year, unlimited kilometre warranty, compared
with three year cover to either 100,000km (Ford, Holden, Nissan) or limit-free
distance (Mazda).
So, then, if you’re not ready to partake in a fast-paced motoring marathon with a hot-hatch but would like the equivalent of a nice, sporting jog around the bay, which of these five fits?
The Nissan
Pulsar SSS is roomiest in the rear, and its performance is genuinely a step
above anything in the small car class, both exciting and usable, if in a
straight line only. But may we suggest the cheaper Pulsar ST-S that runs the
same engine because the SSS isn’t worth the $5300 extra.
The Hyundai
i30 SR and Ford Focus Sport feel less special in their performance than the
Pulsar SSS, but they are more rounded, premium propositions.
Conversely,
the Holden Cruze SRi-V feels the cheapest of the lot in its cabin design and
seating, but strides ahead of every car here for handling and almost matches
the Nissan for performance.
Ultimately,
the Focus just edges past both, with better steering, a lower entry price and
more grip than the Hyundai, with a similarly comfy interior that is also much
nicer than the Holden’s … which it almost matches for handling, if not
performance. Personal preferences could easily swap the thick of this middle
order, however.
That leaves
the Mazda 3 SP25 on top. From its drivetrain punch to the great – if no longer
class leading – handling, sweet steering to decent ride comfort, and fine
interior quality to benchmark infotainment, it’s the sub-$30K hatchback that
best blends sports with sensibilities.
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