2020 Honda Civic vs Mazda 3

What's the difference?

The Civic RS may look like it was designed to keep up with racy Golf GTIs through twisting mountain passes – and it can certainly hold its own thanks to assured handling and roadholding – but it actually shines best as an urban family runabout proposition.

The key points to remember are that the turbo engine provides enough low-down punch for rapid round-town driving while returning reasonable economy, the suspension’s ability to soak up the rough stuff should help calm and soothe away the most trying commute, and the cabin’s focus on functionality and simplicity (fiddly multimedia screen aside) serves to enhance rather than distract from the job at hand.

With nearly half a century’s experience building Civics, it’s clear that Honda hasn’t forgotten how to build an excellent town car. Like we said in the beginning, it’s right there in the name.

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.

Two things are immediately apparent about the Civic hatch’s brash aesthetics. Firstly, it’s big for a so-called small car, reflecting the model’s US-focus and with the upshot making for a pleasingly spacious cabin. And secondly, Honda’s designers seemed uncertain as to when to put pencils down. It’s a melting pot of fussy styling.

For some, the sleek fastback-style four-door sedan is a little more elegant, but both shapes stand out as truly individual. Sadly, with a move to cleaner and more geometric lines nowadays, gen-10 Civic is unlikely to age quite as gracefully as several earlier iterations.

That said, the RS’ large, turbine wheels fill the guards nicely, while that vast interior is right on the money, now that the fiddly touchscreen interface has partly given way to hard buttons for faster and more intuitive access to multimedia, ventilation and vehicle-control settings.

Sure, the Civic’s handsome dash architecture is swathed in a sea of monotone plastic, but it’s of hardy and consistent quality, is well-crafted (save for one persistent rattle in our test car) and is created to prioritise function over form, from the perfectly-placed screen and considered ventilation outlets, to the easy reach of most switchgear (barring the USB ports below and behind the buttressed centre-console layout.

Few cars at any price present a greater choice of, or more effective, storage solutions. Enormous cavities to lose things in seem to proliferate everywhere.  

The RS’ stitched leather trim contrasts well to the matt metallic highlights decorating the dash and door cards, adding a dose of athletic intent. It’s fair to say, then, that – unlike the exterior styling – the Civic’s interior may weather the years better.

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 overall feeling in the Civic is that it’s low, wide and roomy. A big small car, if you will.

Getting in and out is easy, broad yet enveloping seats provide ample support up front and reasonable comfort, even for three (at a squeeze), out back, and that’s backed up by ample space for legs, knees and shoulders. Taller scalps might scrape the rear ceiling, though.

Back up front, that big central touchscreen does demand familiarisation – and the fact you need to confirm an action every time you restart the car is annoying – yet the basics are spot-on, from the excellent driving position and super-clear dials, to the abundant ventilation, logical control layout and the aforementioned storage bonanza.

The USB and 12V ports are a stretch away behind the two-level lower-console layout, but there’s nothing difficult or intimidating here otherwise.  

That said, while the forward view is commanding and confidence-inspiring, shallow side and rear glass makes reverse parking tricky and the rear camera essential.

Speaking of the back of the Honda, a long, flat cargo floor offers very competitive luggage space (at 330 litres). With only a lipped sill to lift bulky things over, loading is effortless, although not everybody will appreciate the gimmicky cargo cover blind that needs to be pulled across like a sunshade. A space-saver spare lives below the floor.

Note that if you’re coming from the two earlier-generation (2006 and 2011) Civic hatches sourced from Britain, you may be disappointed to find that Honda’s ‘Magic Seats’ aren’t fitted, since the older cars were based on the Jazz supermini and had their fuel tanks beneath the front seats to enable the base and seat-back ensemble to fold down into a cavity for extraordinary floor-to-ceiling space.

Still, reflecting its focus on the key US market demographic, few rivals this side of a Kia Cerato feel, or are as accommodating as, our Thai-assembled Honda.

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.

Diesels aside, Honda famously eschewed turbos for decades, relying instead on multi cams, variable-valve timing and other high-tech advances to get the most out of its (mostly brilliant) petrol engines.

For Australian buyers, the tenth Civic broke the rule, and with it brought a terrifically flexible 127kW/220Nm 1.5-litre four-cylinder turbo that maintains the urge of old Hondas at the top end, without the need to rev the daylights out of it at lower engine speeds.

Driving the front wheels via an ultra-smooth continuously variable transmission, off-the-line response is pleasingly immediate, and the power just keeps on coming on, making for a slick and rapid machine.

In fact, there’s enough torque on tap for the driver to avoid the engine droning typically associated with CVTs in most instances, except when mashing the pedal right down for, say, fast overtaking.

That droning comes about because the single-speed CVT is tuned to keep the engine revving at a pre-determined spot (usually close to the red line) to achieve access to maximum power. 

That’s about the only time when the 1.5-litre turbo ensemble hits a sour note, as it's also accompanied by an uncharacteristically un-Honda gruffness. But, like we said, it’s avoidable for most urban scenarios, and soon just blends in with the rest of the RS' driving experience.

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.

Another key benefit to going turbo in the RS’ case is commendable fuel consumption. We managed a trip-computer-indicated 7.9L/100km around our mostly-urban driving loop, against the official combined average of 6.4L/100km. That’s just 1.5 litres shy of the claim.

Honda states that standard 91RON unleaded petrol is fine, and with the 47-litre tank, over 734km between refills is possible.

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.

Honda has tuned the 1.5-litre turbo/CVT combination to great effect around town, since it offers seamless acceleration and (mostly) quiet operation in almost all urban environments, for un-intrusive point-to-point motoring. It’s a slick city-friendly machine.

Perhaps it’s the quality Michelin Pilot tyres talking, but the RS’ steering, handling and roadholding behaviour really seemed to have improved over the already-competent pre-facelift version released over three years ago.

From the first turn of the wheel, the Honda feels connected to the road and nicely measured in response, yet is also light and agile enough to be easy to manoeuvre through tight spots and between gaps in traffic. The turning circle is also small for effortless parking.

Out away from the confines of the Big Smoke, the car continues to feel secure and surefooted, taking fast curves with a flat and solid attitude that encourages keener drivers to step things up if feeling inclined to. Brakes feel natural, progressive and reassuringly strong. 

The biggest stride the Civic’s taken, however, is in its ability to absorb all sorts of bumps back in the urban jungle, smoothing over bad roads with a high degree of isolation.

And this is despite the switch to larger (18-inch) alloys. You can probably attribute the sophisticated multi-link rear suspension system, elevating the Honda to the pointier end of the class in terms of dynamics.

About the only criticism is the level of road-noise intrusion at even moderate urban speeds, but even this is still within the class average. That said, Honda ought to ride in the latest Mazda3 or Volkswagen Golf if it really wants to see how quietness should be done.

Still, overall, the RS impresses with its maturity and refinement.

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.

Like all Hondas, the Civic RS offers the industry-standard five year/unlimited kilometre warranty with roadside assistance, so it trails Kia’s leading seven-year coverage.

It also calls for servicing once every 12 months or 10,000km whichever comes first, and features capped-price servicing known as 'Honda Tailored Servicing', that lasts for five years or 100,000km.

As of May 2020, each standard service costs $297 (except the 80,000km one, which is $328).

That’s more than Toyota’s regime, which for Corolla ZR is $180 for the first four years/60,000km.

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.