Mazda 3 vs Honda Accord

What's the difference?

Given how effortlessly it traverses the mainstream and premium small car classes, the Mazda 3 might be the best value small car on the planet.

With racy styling, sports car handling, classy interior presentation and impressive, intelligent efficiency, there’s plenty to sink your teeth into here.

Poor rear vision, a dark back-seat area and smallish boot aside, it doesn’t have any glaring faults.

In a world overrun with SUVs, props to Mazda for evolving the small car so brilliantly to mask a half-decade of existence. Continuous improvements have made the 2024 G25 Evolve SP Vision an essential small car shortlist proposition, regardless of price.

The Accord VTi-LX Hybrid might seem like an odd choice for those after a mid-size sedan, but Honda has done more than enough to justify its existence in its current stable.

Sure, the price is a bit high, but it comes fully loaded and has a cutting-edge powertrain to keep running costs down.

In a segment that is dominated by the Toyota Camry, Honda had to do something to stand apart, and pushing a little more upmarket with spec and refinement is definitely the right way to go.

How is it that the current Mazda 3 is already five years old? This hatchback is still stunning, the sort of car you look back at when walking away.

The shape is sleek and almost coupe-like, with a shark-like nose, cab-backward-style long bonnet, upswept shoulder line and a fastback silhouette.

More importantly, it’s the way the light dances across the sculptured sides that draw the eyes in. Bereft of clutter, it makes you wish all mainstream manufacturers had the courage to be so daring.

We’ve said it before – the 'BP'-generation Mazda 3 (Axela in Japan) is the brand’s boldest C-segment hatch since the 1993 'BA' 323 (Astina/Lantis/323F).

But there’s a price to pay for such timeless beauty…

Sedans might be as daggy as all get out right now, but we think the Accord actually looks pretty handsome (don’t @ me).

With its long bonnet and athletic profile, the Accord wears Honda’s current design language well, and thanks to the chrome touches on the outside, dare we say it even looks a little premium?

The chrome isn’t for everyone though, and we’d have liked to see darker accents like a ‘Shadow Chrome’ gunmetal grey colour that might age a little better than the ultra-reflective material.

In profile, the gently sloped roofline also adds to the aesthetic factor, while it's great to see Honda has opted for comfort in the 18-inch wheels rather than style, by going a few sizes bigger.

The rear end features unique wraparound tail-lights and a pinched derriere that slims things down a little, while the hidden exhaust outlet hints at the Accord’s green-car credentials.

Overall, the Accord is inoffensive, and certainly scores points for being much less common than the Toyota Camry and Mazda6, and a little less divisive in styling than the Skoda Octavia.

Step inside the Accord and it’s mostly a sea of soft-touch materials and plush leather.

The seats are especially notable because of their supportive design and wide base, ensuring driver fatigue doesn’t set in until you're several hours into a journey.

The 7.0-inch driver display is a little small, but the large head-up display is excellent at putting all the data you need front and centre.

As for the multimedia system, an 8.0-inch screen seems large, but because it is flanked by physical buttons and knobs, it actually looks a bit smaller than the units found in some rivals.

I did appreciate the old-school buttons, though, and the touchscreen is quick and snappy, even if the graphics and user interface are a little clunky and cheap looking.

There is a price to pay for all this quasi-coupe styling flair, and that’s a comparatively snug-feeling interior, though you’d never call it cramped.

Actually, the Mazda 3 is no less spacious than most of its competition in all but one area, with enough room even for 200cm drivers, along with sufficient shoulder width and ceiling height to match.

If you’re really tall, maybe that missing sunroof isn’t such a bad thing, after all.

Sat so low-down on cushy, enveloping front seats that offer plenty of comfort and support, this is the anti-SUV. Maybe Mazda should have called this the MX-3.

Sporty and spot-on, the driving position is a laid-back affair, with an emphasis on better ergonomics, as emphasised by the thoughtful placement of switchgear that’s all within easy reach, ahead of a beautifully flowing and layered dash. Proudly Japanese in flavour, it brings to mind functional minimalism.

Drilling into some of the 3’s finer interior details, the analogue-look digital instrumentation is super-legible, ultra-classy and gorgeously lit at night. As previously mentioned, the dials and surrounding air vents are reminiscent of the later Porsche 944 and 968.

It’s not just all for the sake of aesthetics, either.

Yes, it’s lovely, but the thinned-rim three-spoke steering wheel feels great to grip, with nifty little paddle shifters that are a delight to prod.

Same goes for the physical volume knob and climate-control buttons, sidestepping the need to get distracted and frustrated by virtual sub-menus.

And having a conventional gear lever with old-school Tiptronic-style shifts suits the 3’s athletic vibe.

Plus, forward vision is A-OK, ventilation is faultless, storage is better than you might expect, and the fit and finish is as good if not better than any of this 3’s German premium opponents.

Out back, the split-fold rear backrest is set at a comfortable angle, the cushion is well padded, and you’re provided with USB ports, air vents, and an armrest with two cupholders. More thoughtfulness.

But while knee room is fair, rear headroom isn’t great if you’re tall or wear a beehive, as the falling ceiling line reveals.

Vision out is limited by that rising window line and fat pillars. Getting in and out of the back requires some contortionist moves. And the small windows mean it can be gloomier in the back than a Smiths album.

Finally, at just 295 litres, the 3’s cargo capacity is disappointing. Sure, it eclipses the Corolla hatch’s 217L cubby, but other rivals are far larger back there.

At least the floor is wide and flat and there are 60/40-split backrests for cabin access for longer items.

Note that a space-saver spare wheel lurks underneath. Mazda argues there’s always the closely-related CX-30 if you need (slightly) more space (317L).

Meanwhile, at the other end of the 3…

Measuring 4904mm long, 2137mm wide, 1450mm tall and with a 2830mm wheelbase, the 2021 Accord is actually pretty close in size to the Holden VF Commodore.

And it flexes its bigger dimensions with a roomy and spacious cabin, regardless of where you are sitting.

Up front, the electronically adjustable seats offer plenty of variability to get into the perfect position, and the driver’s seat also has a memory setting if you are sharing the Accord with different people.

The door bins are a little on the smaller size and struggle to fit a full-sized water bottle, but the centre console boasts a deep cavity, with two cupholders also featured next to the shifter.

The wireless smartphone charger position , which is between the shifter and climate controls, does eat up an entire storage hole because once you put your phone down, you don’t want to put your keys or wallet on top of it and risk scratching your screen.

it would have made more sense for the wireless smartphone charger to be placed under the armrest, like it is in BMWs, to retain another storage option.

In the rear, space is excellent for occupants of all shapes and sizes, affording plenty of head, shoulder and leg room.

The middle seat can be a little squeezy, but the soft-touch leather and seat shape offer plenty of support and would be supremely comfortable over long journeys.

In the back, there are two air vents, two charging ports and a fold-down centre armrest with two cupholders.

Opening the boot reveals a cavity that will accommodate 570 litres of volume, but the back seats can be folded down to stow longer objects.

The rear seats are one piece, rather than split fold, meaning you’ll have to choose between having rear passengers or taking that trip to Ikea.

There is a lockable ski tunnel through the middle, though, which means long and narrow items can be carried without folding down the rear seats.

Two bag hooks are found in the boot, which helps keep your groceries in the bag and not all over the boot floor.

The Honda Accord VTi-LX Hybrid we’ve tested wears a pricetag of $55,800 before on-road costs, but those that can do without the electric assistance can score one for just $52,800.

A $50,000-plus asking price for a Honda sedan might seem steep, but the VTi-LX grade comes with all the fruit you’d expect out of a car in this price range.

As standard, the Accord comes with an 8.0-inch multimedia system with Apple CarPlay/Android Auto support, satellite navigation and digital radio, outputting to an excellent 10-speaker sound system.

Seriously, this isn’t something we usually bring up in reviews but the Accord’s sound system is truly great, offering clear and crisp audio whether listening to the radio or streaming music via Bluetooth.

Other key specification appointments include automatic LED headlights, dual-zone climate control, auto-folding side mirrors, woodgrain interior dashboard, electronic sunroof, black leather upholstery, electronically adjustable front seats, heated front seats, wireless smartphone charger, active noise cancellation, 7.0-inch driver display, 6.0-inch colour head-up display, keyless entry, push-button start, and remote engine start.

It’s a long and exhaustive list of equipment, but what about the options?

Well, there aren’t any.

The petrol model comes with a choice of four colours (two metallic and two pearlescent), while the Hybrid option adds ‘Passion Red’, but each hue comes at no extra cost.

Likewise, the standard 18-inch wheels are the only ones available across the Accord range, with no option to black them out or go an inch or two up in size.

Sure, those that want a frugal petrol-electric hybrid powertrain at a cheaper price can opt for the Camry Hybrid (priced from $33,490-$46,990), but the fit and finish of the Accord VTi-LX does feel a step above what Toyota has to offer.

It's worth pointing out that the top-spec Camry Hybrid features a powered tailgate and cooled front seats, which the Accord misses out on, while the former also boasts a larger 9.0-inch multimedia screen.

When you think about it, shoehorning a big torquey engine in a light and agile small car is a recipe for fun. Ford did just that with the Escort RS2000 in the 1970s… and Mazda’s now an expert at it, too.

The engine in question is the G25, a 2.5-litre four-cylinder naturally aspirated twin-cam petrol engine, delivering 139kW of power at 6000rpm and 252Nm of torque at 4000rpm.

As this Evolve SP Vision hatch tips the scales at 1415kg, it makes for a healthy, and consequently very lively, power-to-weight ratio of over 98kW/tonne.

That’s if you decide to use all the available revs, which the six-speed torque-converter auto makes great use of.

Driving the front wheels, it offers a 'Sport' mode to extend the revs even more, which is keeping in line with this Mazda’s sporty character.

Less so is the company’s decision to ditch the old multi-link independent rear suspension system a few years back for a more prosaic torsion beam arrangement. We’ll get to how that affects ride and handling in a moment.

Powering the Accord VTi-LX Hybrid is a 2.0-litre petrol engine and dual-electric motor combo, for a total output of 158kW/315Nm.

Drive is sent to the front wheels via a continuously variable automatic transmission.

Compared with the Camry Hybrid, the Accord is down 2kW in power, but out in the real world it is very hard to tell the difference in outputs.

Being a petrol-electric hybrid powertrain, there is no need to plug in the Accord Hybrid as the petrol engine works to charge the battery.

Mazda claims the G25 averages 6.6L/100km on the combined cycle… for a carbon-dioxide emissions rating of 154g/km. On a 51L tank, that gives a potential distance of over 940km!

Driven good and hard in our hands, we managed 7.5L/100km, which isn’t bad given the speed and conditions it was subjected to.

Plus, the Mazda’s happy on 91 RON 'standard' unleaded petrol.

One key to the Accord VTi-LX Hybrid’s appeal is its ultra-frugal fuel consumption figure of just 4.3 litres per 100km, and low 98 grams of CO2 emitted per kilometre.

In our week with the car, we managed an average of 6.1L/100km in a mix of varying drive modes, including ‘Sport’.

No doubt if we were hypermiling that figure would be much closer to the official numbers, but our time with the Accord consisted of various short inner-city trips (where the hybrid powertrain excels) and a blast down some country roads (where the hybrid powertrain does not excel).

Regardless, the fuel economy figure is still a respectable one for a hybrid, especially one of this size and with this much practicality.

The Accord VTi-LX Hybrid is both more fuel efficient and less pollutant than the top-spec Toyota Camry Hybrid SL, which returns 4.5L/100km and 103g/km respectively.

It's also worth nothing that it’s 48-litre fuel tank will be enough to get around 1000km of driving range before requiring filling with 91Ron petrol.

Ask yourself. What do you want from a new small car?

Since the first Familia of the early 1960s, Mazda’s been at it constantly, through the 1300 and 323 eras and into the modern age of the 3.

The Hiroshima brand knows its stuff. Space, practicality, comfort, ease, reliability and affordability. But a small car has to offer more, specifically in the way it makes the owner feel.

That’s why, while the Focuses, Lancers, Astras and Pulsars are gone, the 3’s still here. And it isn’t just the lush visuals inside and out that are, well, sensory-rich.

As older Alfa Romeo owners know, there’s something special about an engine that sounds alive, and the moment you push the 3’s starter, it purrs into life. That’s the first clue.

Slot the refreshingly old-school lever into Drive, and the G25 leaps into action, and, if you need it to, will keep pulling forward strongly, engine buzzing, like it’s on a mission.

That describes the torquey urge of this big 2.5L four, paired perfectly with the sensibly-geared auto.

We miss Mazda’s magnificent manual immensely, but the 3’s instant response reflects its favourable circa-100kW/tonne power-to-weight ratio.

And, as we’ve harped on in the past, the twin-cam unit’s extra oomph beyond 4000rpm delivers muscular high-speed responses akin to a good turbo – or a great old-school Alfa. You can keep your laggy dual-clutch transmissions, Europe.

Now, sweet, smooth and speedy performance is one thing, but having the chassis tuned with precise and fluid steering for tactile handling, and confident roadholding, backed by nuanced driver-assist and traction controls, are another.

There is a consistent and unifying control to the 3’s linear and forgiving dynamics, reminiscent of past masters like the Focus (and today’s brilliant Peugeot 308) that makes it a joy to drive enthusiastically through fast corners, with the knowledge that it won’t suddenly snap-oversteer and bite an unalert driver back.

For a Mazda, the ride is quiet enough, but there is still some droning transmitted through the cabin, via the Bridgestone Turanza (215/45) tyres, on coarse-chip bitumen surfaces.

And while suspension comfort is pretty impressive for the most part, larger bumps reveal the torsion beam’s limitations, as the car can occasionally thud over them in a way that we remember the multi-link rear end wouldn’t.

Anyway, what we’re saying is that, overall, the 3 Evolve SP Vision is an immersive and interactive driving experience that is right up there with the best of them.

Brawny performance, exquisite agility and a refinement that, collectively, have eluded every small Mazda in living memory until this generation’s 2019 debut. This 3’s right on the money. Still.

While the Accord was once a nameplate that delivered a dynamic and engaging driving experience (remember the Accord Euro with its wonderful K24 engine?), it seems Honda’s mid-size sedan has matured somewhat in its older age.

Its petrol-electric hybrid powertrain is designed for frugality, not fun, so being aware of this before purchasing an Accord is vital, particularly if you're an enthusiastic driver.

In this regard, the Accord VTi-LX Hybrid is a safe and predictable car, never surprising with understeer or tyre squeal, but also delivering a comfortable and cosseting experience.

You kind of know what you are getting out of the box, which is certainly no bad thing for anyone after a quiet and calm driving life.

Tipping the Accord into a corner, the steering wheel feels light, progressive and unsurprising, but offers plenty of feedback for what the front-drive sedan is doing.

The suspension also feels much more geared towards comfort than sportiness, with bumps and road imperfections soaked up with ease.

The quietude of the cabin is what probably stands out the most when behind the wheel of the Accord VTi-LX Hybrid, thanks to the electrified powertrain and clever active noise cancellation.

When running in EV mode (available, depending on conditions, at the push of a button), the Accord is a serenely quiet and comfortable place to be, even rivalling premium marques like the Lexus IS200, let alone the mainstream Toyota Camry Hybrid.

Three driving modes are on offer – Eco, Normal and Sport – and with the electric motor assist, even in the Eco setting, the Accord still offers decent punch off the line.

Sport mode turns things up a little, but the CVT tends to feel a little elastic with the throttle pedal pinned.

Our recommendation is to drive the Accord in Eco mode and reap the benefits of a low fuel-economy, figure rather than trying to relive the glory days of Honda’s high-revving, VTEC-laden sports sedans.

The 10th-generation Honda Accord has not been crash tested by ANCAP or Euro NCAP and, as such, does not have an official safety rating.

However, all Accords come with Honda’s Sensing suite of advanced driver-assistance systems, which include forward collision warning, autonomous emergency braking (AEB), lane-departure warning, lane-keep assist, adaptive cruise control and automatic high beams.

The Accord also boasts automatic headlights and wipers, active cornering headlights, rear cross-traffic alert, a surround-view monitor, hill-start assist, tyre-pressure monitoring, and front and rear parking sensors.

The 10th-gen Accord wears a maximum five-star crash safety rating in North America (with full marks for frontal crash, side crash and rollover protection), where it was tested by the National Highway Traffic Safety Administration (NHTSA).

Despite sharing many safety features, the US and Australian Accords differ in production location, with ours coming from Thailand.

Mazda offers a five-year/unlimited kilometre warranty, with five-years roadside assistance… and that’s nothing special nowadays.

Service intervals are at 12 months or every 15,000km.

A fixed-price service scheme is available, averaging out to $434 annually over the first five years. Mazda shows pricing right up to 16 years and 240,000km on its website.

Like all new Hondas, the Accord comes with a five-year/unlimited-kilometre warranty plus six years of anti-corrosion assurance.

After the first free 1000km service, the scheduled maintenance intervals for the Accord VTi-LX Hybrid are every 10,000km/12 months, whichever occurs first.

According to Honda’s tailored service price guide, the first five years/50,000km of ownership will total $1816 in maintenance costs, which averages out to be about $363 per year.

While the 10,000km service intervals are a little short compared with the Camry’s 15,000km period, the Accord is actually quite cheap to get serviced.

Each of the Honda’s services for the first 100,000km costs only $312, with costs going up depending on additional service items.

However, the Toyota Camry Hybrid still edges ahead with its longer intervals and $220 per service costs for the first five years, although the numbers increase dramatically after that.

The cheap service pricing combined with the excellent fuel economy of the hybrid engine mean the Honda Accord VTi-LX Hybrid keeps running costs down.