Kia Rio vs Mazda CX-3

What's the difference?

The Rio S Manual is a fun-to-drive little car with a big practicality and multimedia offering in a segment rapidly heading towards extinction.

While some elements of the drive experience are reminiscent of budget cars from 10-20 years ago, Kia makes up for it by wrapping the Rio in a contemporary looking and feeling package, ready for the buyer who needs no frills and demands no nonsense. Until the manual transmission goes the way of the dodo, there is almost no better option.

‘You get what you pay for’ comes to mind with the CX-3, which is interesting given it’s neither the newest nor most feature-packed SUV in its class.

The ageing light SUV does however offer one of the best-put-together experiences in a car of this size and its engine is powerful for the class. Build quality feels well above par and there aren’t any annoying inclusions that are becoming more common in new cars.

There aren’t many downsides unless you were hoping for a big screen and the ability to play around with software functions, but at this end of the new car spectrum, a car that drives this well and remains stylish a decade on should be applauded.

Put aside its relative (but forgivable) lack of efficiency and somewhat smaller boot than rivals, and the CX-3 nails everything it needs to.

While notable equipment is missing, the Rio reclaims lost ground with the way it looks, and to a degree, the way it feels.

Ever since this new generation hatch launched, I’ve thought it brings a slick modern design to the city-car space, and even in its most rudimentary form as-tested (our car even came in the most basic ‘Clear White’ paint) it’s a great looking little hatch.

Sure, it doesn’t have the romance factor of the Fiat 500, nor the more delicate curvature of the much more expensive new-generation Toyota Yaris, but it certainly has a more refined visage than, say, the MG3 whilst feeling a bit more grown-up than the Suzuki Swift.

Solid, squared-off lines give this car a sporty pose, and its frowny-face and blocky rear round out a stout city-car persona, and I especially like the way even this most basic trim is adorned with contrast pieces, a spoiler above the boot lid, and body-coloured door handles and mirrors.

Sure, the 15-inch steelies dress it down a bit, but on the Rio these leave the impression of financial prudence rather than cost-cutting.

Inside is basic but tidy. The overall look maintains a hint of sportiness, with an appealing symmetrical finish to the dash.

There’s no question the Rio is a budget model when it comes to the touch though, with everything either a soft polyurethane or a nasty hard plastic, so while it all might look neat it’s far from the most comfortable place to be for long periods of time.

The basic dot-matrix multifunction display, chunky plastic air-conditioning controls, and polyurethane items from the wheel to the handbrake and shifter are reminders of a bygone era, but the overall aesthetic of the driver’s space is pleasing.

For one, there’s the way it looks inside and out.

The Mazda CX-3 hasn’t remained the most popular car in its segment on price, so the fact its styling continues to age gracefully in the design-focused light SUV segment (aimed at young or first-new car buyers) must have something to do with it.

While it’s been lightly updated a couple of times since 2014, the CX-3 is still in its first generation and has stood the test of time.

Looking like a jacked-up Mazda2, the CX-3 brings some traditional aesthetic to a category peppered with more divisive and daring (but admittedly admirable) designs like the Hyundai Venue, Suzuki Ignis (RIP) or the cute but prohibitively expensive Jeep Avenger.

Some elements of the CX-3, like the chrome trim around the grille or the black plastic cladding along the bottom of the body and around the wheel arches, seemed in the past like they had the potential to age poorly, but Mazda’s design language has only slowly changed since 2015, and the CX-3 still looks at-home in the brand’s line-up.

It’s not the most adventurous - even inside its layout is quite basic - but it does give off a premium vibe and the fact it plays things a little bit safe means the CX-3’s broad appeal is undeniable.

I'd argue the key reason to buy the Rio at this end of the market is that it has the most space and largest cabin relative to its rivals, bar maybe the Suzuki Baleno.

All-round practicality is great, with front passengers scoring a low, sporty seating position with a high roof, and so much width in the cabin it almost feels like the Rio belongs in the next segment up.

Storage options up front include a large bottle holder and bin in each of the doors, dual cupholders next to the handbrake up front, and a large storage tray underneath the climate unit. Unlike the Yaris or Mazda2, the Rio features a small armrest console box, which gives a small lift to the ambiance of the cabin.

Back seat passengers are treated to great space for this segment, which feels nice and open courtesy of the large rear windows. At 182cm tall, I have airspace for my knees behind my own driving position, as well as relatively healthy headroom and ample width, which is again more like a car in the next segment up.

Rear passengers don’t get adjustable air vents, but there is a single USB port, a single pocket on the back of the passenger seat, and small bottle holders in each of the doors.

Perhaps the Rio’s biggest drawcard is its boot capacity, which at 325 litres is one of the largest in the city car class. Unlike the Yaris, Mazda2, or Suzuki Swift, the Rio will actually accept the CarsGuide three-piece luggage set with the rear seats up, although the rear view was obscured by the medium case.

Thanks to the boxy roofline, the Rio offers a cavernous 980L with the rear seats folded down, and despite its abundance of room, maintains a space saver spare wheel under the floor.

The Mazda CX-3 isn’t the most spacious light SUV on the inside, but from either of the front seats it’s clear a lot of thought has gone into the best way to make the cabin work.

For example, precious space hasn’t been wasted by two dedicated cupholders, instead there’s a cupholder in the central storage compartment that’s relatively easy to reach into.

Like its design and some of its features, the CX-3’s layout can’t hide its age - there are still big physical controls for the climate settings, the speedometer is a physical dial and the gear selector is a very traditional style.

Mazda’s soon-to-be-gone media control wheel persists in the CX-3, which is by no means a bad thing. It falls nicely to hand, as with many of the controls in the CX-3. Its seating position isn’t too high and the positions you’re able to get the seat and steering wheel into should accommodate most humans.

Behind the front seats it’s a little more spartan. Space is at a premium, with my 178cm frame fitting in the back seat just enough that I had a fair bit of headroom, but my knees were able to brush the seat in front, set to my own driving position.

There are no ports for charging or vents in the second row, but the fold-down armrest has a clever fold-away cupholder. The window shoulder is a little high for young kids to properly see out, but there’s enough light that it doesn’t feel cramped.

The boot is similarly diminutive, a 264-litre space becoming 1174L with the second row folded down. Compare it with the Hyundai Venue and its 355-litre boot, or the Toyota Yaris Cross and its 390 litres, and the CX-3’s simple, well-constructed interior starts to lose points.

Upon updating the Mazda CX-3, the Evolve variant is now a $32,100 ask before on-road costs, which is $900 more than before. It’s a little step up from the $30,370 entry price of the Pure, but falls well short of the top-spec Akari’s $38,890 sticker price.

The CX-3 range now comes with updated autonomous emergency braking and adaptive cruise control, with the Evolve specifically scoring new fog lights and keyless entry.

The Evolve also comes with black machined 18-inch alloy wheels, synthetic leather interior trim and front parking sensors.

This is all on top of the CX-3’s standard kit which includes a leather-wrapped gear shift knob, handbrake handle and steering wheel, keyless start, an 8.0-inch multimedia display, wireless Apple CarPlay and wired Android Auto plus LED headlights, daytime running lights and tail-lights.

For its segment, the CX-3 isn’t cheap. The Evolve grade is more expensive than pretty much the entire line-ups of rivals like the Kia Stonic or Hyundai Venue, and its price somewhat lines up with the newer, hybrid-powered Toyota Yaris Cross.

But there’s more to the CX-3 than just a list of features.

The Rio is beginning to fall behind here with an antiquated 1.4-litre four-cylinder non-turbo petrol engine. Peak outputs aren’t far off where they should be for this segment, with 74kW of power and 133Nm of torque, although they arrive at the most distant end of the rpm range (6000rpm and 4000rpm respectively) so you need to rev it.

It can be clumsy to extract this power, too, with the engine paired in this circumstance to a six-speed manual which leaves a lot to be desired in terms of action and clutch feel.

While the abundance of ratios can be beneficial for fuel consumption, it’s clear this car was designed to be paired with the more modern three-cylinder turbocharged engine only available on the top GT-Line trim.

The Mazda CX-3 is still powered by a 2.0-litre, naturally aspirated, four-cylinder petrol engine, as has been the case for years. Its outputs remain at 110kW/195Nm.

It drives the front wheels only, via a six-speed automatic transmission.

The Rio S manual has an official combined cycle fuel consumption rating of 5.6L/100km, which is about right for a light car with a small engine.

On test, covering largely urban kilometres, I saw a higher but not unreasonable 7.4L/100km. Still, this number isn’t too far off what some larger cars with 2.0-litre engines are capable of.

Rios with this engine accept entry-level 91RON unleaded fuel, and have 45-litre fuel tanks. They are only compliant with Euro 5 emissions regulations.

Mazda claims the CX-3 sips 6.3 litres of fuel per 100km, minimum 91 RON petrol, though on test the small SUV returned an 8.1L/100km figure under a mix of urban, highway and some dynamic driving.

With its 48-litre fuel tank, that means you’re realistically likely to get about 550km to a tank, though theoretically given Mazda’s efficiency claim a 760km trip on a single tank would be possible - if you could recreate the test lab conditions.

A six-speed manual with a tiny non-turbo engine is an absolute oddity in today’s new car market, but as a result of its rudimentary approach, there’s something refreshingly honest about the Rio S.

The engine requires a wringing to extract the desired result, and a lot of action on the gears, as six speeds proves to be quite a few to work your way through before you achieve cruising speed.

As so much interaction is required with the transmission, I wish it was tighter when it comes to the clutch which feels a bit doughy at the best of times.

The Rio is very organic, though, with next to no electrical assistance for any of its interaction points offering the driver a high level of control.

The steering is direct, but as a result of a cheaper rack (with less teeth compared to this car’s Stonic relation), it feels simple and brittle when it comes to feedback.

The same criticism can be levelled at the suspension, which errs on the side of firm. This attribute combines with the low seating position to make even this most basic Rio an absolute hoot in the corners.

But it can be a little crashy over every-day potholes and corrugations, despite the abundant amount of rubber cladding the 15-inch steel wheels.

Visibility is superb out of this little car’s big windows, making you feel in control of your surroundings (necessary in the multi-lane confines and tight parking conditions of a city), and ergonomics in the cabin are absolutely on-point with the large touchscreen elements easy to reach and the instruments taking a basic no-nonsense form.

While noise levels are okay at urban speeds, they pick up above 80km/h, making the Rio more unpleasant to drive over long distances than, say, the more upmarket-feeling Yaris.

The Rio does find its place in this price bracket as a fun-to-drive, but predictably rudimentary experience, for the niche audience of drivers seeking an entry-level car who are still able to shift gears themselves.

The light SUV category is an interesting one, as it feels somewhat like a gateway to bigger SUVs for those who get a taste of the higher seating position. But in city and urban areas, a light SUV should be as much car as someone needs - unless they have two kids or a bunch of equipment to get around with.

This comes down to the fact cars like the CX-3 are more efficient and easier to manoeuvre than their larger counterparts. And as light SUVs go, the CX-3 feels solid, confidence inspiring and more capable when outside its inner-city comfort zone.

Its naturally aspirated engine is big for the class. Even if it doesn’t feel the punchiest off the line it offers plenty of flexibility at higher speeds and makes overtaking on the highway feel less daunting than it would otherwise be in a car this small.

Its steering is light, which is an advantage in everyday driving, but has enough feedback that more dynamic driving is still engaging. It’s not sportscar-sharp, but you wouldn’t want it to be.

While its age would suggest the CX-3 should feel unrefined compared to newer small cars and light SUVs because of what lies underneath, Mazda’s work on the little SUV over the years has resulted in a car that feels mature and capable.

The suspension isn’t perfect, but it manages low-to medium speeds elegantly and does a decent job of maintaining stability at high speeds. It feels better than you’d expect from a car this size on the highway.

The 1294kg kerb weight and small-enough 18-inch wheels mean there’s not too much weight to manage, and there’s enough cushion in the tyres that harsh bumps don’t come crashing into the cabin.

While the CX-3 feels refined for its class, don’t expect a dead-quiet ride, as some road and wind noise make their way in above 80km/h. Then there’s the fact its engine and transmission will sometimes need to get a bit raucous when accelerating quickly. Aside from this, the CX-3 around town and in suburban areas feels nice and calm.

The Mazda CX-3 is technically unrated by ANCAP, though only because its original maximum five-star rating expired after seven years. While this means it easily passes many of ANCAP’s main criteria for safety (and strict Australian Design Rules - ADRs - to be able to be sold here), the CX-3 is missing some recent, more complex safety features.

Not everything is standard across the line-up, either. The Evolve misses out on adaptive headlights, a surround-view parking camera and traffic sign recognition. The base Pure variant also misses out on a front parking sensor.

Fortunately, there are plenty of other key features like seven airbags, dual-front and front-side plus curtain airbags spanning the sides. The CX-3 also has ABS and emergency braking with forward pedestrian detection and rear cross-traffic alert.

There’s lane departure warning, forward obstruction warning, blind-spot monitoring and a driver attention alert for those times you might miss something or - hopefully not often - are distracted.

All these systems are programmed well to minimise interference while driving, making the CX-3 refreshingly trusting of the driver to actually do the job of driving.

The Rio again gets the edge on its budget competition with a lengthy seven-year, unlimited kilometre warranty. In this space it only butts heads with the MG3, which offers a matching promise.

Roadside assist is included for up to eight years if you continue to service with Kia, and there's also a capped price service program for the duration of the warranty, covering up to 105,000km.

The Rio needs to be serviced once every 12 months or 15,000km, and prices range from $269 and $608 per visit, for an annual average of $409.40.

Not the cheapest servicing schedule we’ve seen, particularly when compared with the likes of Toyota.

Mazda offers a five-year, unlimited kilometre warranty, which is behind the curve for a mainstream brand these days. Rival brands like Kia and Hyundai offer seven years, for example, with some offering up to 10.

Servicing is undertaken every 12 months or 15,000km, whichever comes first, with servicing costing between $353 and $633 per visit. Total cost over the first seven years currently sits at $3233, averaging $462 a service, which is pricey considering the relatively simple mechanicals under the CX-3.

Mazda says there are more than 150 certified service dealerships across the country, with a tool to find the most convenient one for you. Given the CX-3’s advanced age, chances are there won’t be too many mechanical issues that haven’t been worked out in the last decade.