2020 Mazda 3 vs 2017

What's the difference?

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.

The 3 is a car that will satisfy growing families, couples or a sole driver who likes a bit of space or a bit of metal around them. While the Neo is a bargain basement starter, competition around that price point comes thick and fast from Japanese and Korean rivals, with Euros not far behind in the form of VW and Skoda. Like I said, it's a tough market.

The pick of the bunch is the Maxx, with all of the good safety gear and an options list so short it's not worth bothering with. The rest of the range features largely cosmetic bits and pieces that are perfectly fine but not fundamental to the experience.

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 3's third iteration is sleek and fluid, as befits Mazda's successful 'Kodo' design language. In both sedan and hatch, it looks low, sleek and classy. Whether rolling on 16 or 18-inch rims, the car has a good road presence and there isn't a bad angle on it.

The hatch is arguably less-balanced, in profile at least, its shorter exterior dimensions obvious in photos. The choice is between which you prefer for style and/or boot size.

The cabin is equally nice to look at - Mazda interiors continue to impress. Materials feel good and even the cloth trim is nicely textured to make you feel like you haven't cheaped out when going lower in the range.

The only real complaint is that on some models, it's very dark as the plastics are all dark grey or black with little to break up the expanses of... well... black and grey. The interior photos tell the story, although some models feature flashes of colour to lift the mood.

We're often asked "Where is the Mazda3 built?" and we can tell you it's at Mazda's Hiroshima plant in southern Japan.

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 3 has grown over the years, with the sedan measuring 4.6m long, 1.8m wide and 1.45m high.

With the boot of the sedan lopped off and replaced with a hatchback, the 3 is 110mm shorter, which translates to a much smaller cargo area. The hatch can carry a still-reasonable 308 litres of stuff when full, while the boot swallows another 100 litres exactly. The hatch stands slightly higher at 1.47m high but is the same width as the sedan.

There's little choose in the cabin as it is basically, riding as it does on the same length wheelbase (2700mm), meaning virtually identical interior dimensions. There is plenty of room for four adults, offering good rear legroom for even those over 183cm (six feet) - I've had a 3 with four adults in it, with no (real) complaints or issues from the back seat passengers.

If you want a cup holder, the 3 has two up front and two in the rear, with bottle holders in each door as backups. Some models feature seat back pockets where you can store the kids' gadgets while in transit.

It's an easy car to park in either hatch or sedan, which is lucky because park assist is limited to front and rear parking sensors and no auto-parking as on some rivals.

Ground clearance when unladen is 160mm, so lumps and bumps won't turn into scrapes. Kerb weights range from 1258kg for a Mazda 3 manual Neo to 1336kg for an auto Astina. Gross vehicle mass ranges from 1800kg to 1875kg.

Dealer accessories for organising your stuff include a cargo tray which also acts as a boot liner. You can also twist your dealer's arm to throw in floor mats on Neo, Maxx and Touring - they're standard on SP25 and up.

How much is a Mazda 3? As ever, it depends on what you're after and if the drive-away price suits your budget.

The range used to require a huge map to navigate, but as better standard equipment levels have found their way into the range, particularly when it comes to safety, it's become a little easier to conduct a comparison in the comfort of your own home. There are still plenty to choose from, though. With a price list that stretches from under $21,000 to just over $35,000, there are 24 distinct models, and six trim levels.

The 3's basic mechanical package covers the Neo, Maxx and Touring, with a naturally aspirated 'Skyactiv' 2.0-litre, four cylinder petrol engine and a choice of six-speed auto or manual, while the SP25s are propelled by a 2.5-litre petrol four.

All the way through the price range, you can have a manual or for an extra $2000 cost, the six-speed automatic. Hatch and sedan are identically priced and specified. Drive-away pricing is not uncommon and in many cases listed on the Mazda website.

Starting with colours, boy are they cheap. Black, 'Deep Blue Mica', 'Eternal Blue Mica', 'Titanium Flash' (bronze), silver and white are all free, metallic or not. Mazda's signature 'Soul Red' and 'Machine Grey' colours are a still-reasonable $300 rrp (or MLP as the manufacturers prefer). Sadly, the green and purple shades from previous iterations are no longer available.

Most notable is the inclusion of low-speed forward auto emergency braking on all Mazda 3 models, which the company calls 'Smart City Brake Support'. Also worth noting that every 3 from the Maxx up features a reversing camera, blind spot monitoring and reverse cross traffic alert. Few cars at this level have such a long list of safety features.

The range opens with the Neo hatch and sedan, priced from $20,490 to $22,490. Like its 2 and CX-3 Neo brethren, the standard features list is basic but useful, as long as you can go without some treats like a reverse camera and Mazda's MZD Connect touchscreen media system. The startlingly low price (especially for the roomy and big-booted sedan) comes with cloth trim, cruise control, air conditioning, 16-inch alloy wheels, a four-speaker stereo, keyless entry and start, power windows, power folding mirrors and a space saver spare tyre.

Even down here in the cheap seats you'll get an MP3 player and CD player for your choice of sound source.

The Maxx builds on the Neo's specification, priced between $22,890 and $24,890. You get a different alloy wheel design, two more speakers for a total of six, blind spot monitoring, reversing camera, reverse AEB, reverse cross traffic alert, sat nav, LED fog lamps, leather bits (including gearknob, handbrake and steering wheel), digital DAB radio and upgraded interior lighting.

The Maxx introduces the 'MZD Connect' multimedia system which also includes GPS and reversing camera. A 7.0-inch screen is perched on the dashboard and acts as a touchscreen when you're stationary. On the move, you can use the easily-memorised console-mounted rotary dial.

Despite missing out on Apple CarPlay for iPhone and Android Auto, the system is intuitive, simple to use and almost sorts out the mess that is digital radio station selection. It's a good system and stands out from its Japanese competition for ease of use and excellent presentation.

MZD Connect also offers Pandora, Stitcher and aha app access. Smartphone connectivity is either via Bluetooth or two USB ports.

The 3 was the first model to feature Mazda's 'G-Vectoring' technology which helps sharpen up the steering during cornering.

Next up is the Touring, priced from $25,290 to $27,290, the difference as always being your choice of transmission. The Touring picks up dual zone climate control, auto headlights and wipers, leather seats and an electric parking brake.

The SP25 heralds the only increase in engine size, the 2.5-litre SkyActiv engine which comes with higher power and torque specs but the same choice of six-speed manual or automatic, for $25,690 and $27,690 respectively. The SP25 not only has a bigger set of wheels (18-inches) it also has electro-chromatic rear vision mirrors and dual-zone climate control, but goes back to cloth trim.

The SP25 GT is a big jump, with prices starting at $29,990 for the manual gearbox and $31,990 for the auto. The price increase comes with a decent specification bump which includes adaptive LED headlights, tail-lights and fog lights, leather trim, powered and heated front seats, head-up display and traffic sign recognition. Engine specs remain unchanged from the 'base' SP25. The sound system is also upgraded to nine Bose-branded speakers.

The final model in the line-up is the SP25 Astina, priced between $33,490 and $35,490. Added to the GT's spec is active radar cruise control and a glass sunroof.

None of the range features a full size spare.

For a detailed model comparison, check out our snapshots which list the trim levels in full.

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.

The Mazda3 range is available with two transmissions and two engines. Since the demise of the MPS3, there is no AWD turbo version and with the departure of the XD, diesel problems are nothing to worry about. There has never been a factory LPG option.

The 2.0-litre SkyActiv-branded engine produces 114kW/200Nm.

SP25 models run the 2.5-litre SkyActiv, with 138kW/250Nm, a useful increase in horsepower.

The 3 features stop-start with the manual transmission and the auto, and the 3 was the first model to feature Mazda's 'G-Vectoring' technology which helps sharpen up the steering during cornering.

For those keen on load capacity ratings for towing, the 3 is rated at 1200kg braked and 600kg unbraked. Towing capacity is the same for all engine and transmission combinations.

Both run on standard unleaded, use a standard oil type. Oil capacity is model dependent, and can be found in the owners manual.

A regular question is whether the 3 makes use of a timing belt or chain - we can report the SkyActiv engines are both chain-driven.

Performance figures vary between the two engines - the SP25 auto should complete the 0-100km/h dash in just under eight seconds with the 2.0 cracking it in around nine seconds.

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.

Mazda claims the 2.0-litre will return 5.3L/100km on the combined cycle for the manual and 5.0L/100km for the automatic. For the 2.5-litre, the official combined cycle figure is 6.5L/100km for the manual and 6.1L/100km for the auto.

Fuel tank capacity is 51 litres.

Recent Mazda3 reviews for CarsGuide reveal varying mileage figures. I drove the 3 Touring and got 8.0L/100km and when I drove the Neo saw an indicated 8.2L/100km, so you'll get around 600km to a tank with the 2.0-litre petrol motor.

In the 2.5-litre SP25, Richard Berry did not spare the road and returned 11.1L/100km, suggesting a range of under 500km if you're having fun. Calm down and you should get reasonable fuel economy from the 2.5, if still closer to 9.0L/100km than the claimed figure.

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.

Whether in 2.0 or 2.5-litre form, the current 3 is by far the best. Mazda's engineers have paid close attention to complaints that dogged earlier 3s, including road noise and a lack of front grip. Both of these have largely been banished, with the teams delivering a well-balanced chassis that rides and handles well.

The 3 is front-wheel drive, but with no torque steer, it's an easy companion in the wet or the dry, with well-tuned stability and traction control systems keeping things in check. It's been a long time since a Mazda hatchback was rear-wheel drive.

There is still some less than pleasant noise under hard acceleration, but it's much quieter than before.

Part of the credit for the car's transformation goes to some more sensible use of sound-deadening to simply block the noise, but also in tweaks to the shell and the suspension itself. There is still some less than pleasant noise under hard acceleration, but it's much quieter than before.

Added to that was last year's update with G Vectoring, a system that helps smooth out direction changes by adjusting the torque across the front axle. It makes the 3 feel rather pointier than in years gone by while boosting driver confidence. It's subtle, but effective and feels a lot more expensive than it is.

Front suspension is by MacPherson struts and rear suspension is a multi-link setup that is slowly becoming the segment standard. The turning circle is a commendably tight 10.6 metres.

Given the 3 doesn't have a 4WD version or even reasonable ground clearance, its off road ability is somewhat limited.

All 3s feature the same airbag count - six. They also feature a minimum safety package of ABS, stability and traction controls and forward AEB.

The Maxx adds reversing camera, blind spot monitoring, reverse AEB and reverse cross traffic alert.

The SP25 GT adds driver attention detection and traffic sign recognition to help you keep abreast of speed limit change.

Baby seat anchorages come in the form of three top-tether points and two ISOFIX points.

The entire range carries a five-star ANCAP safety rating.

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.

Mazda's standard warranty runs for three years/unlimited kilometres and roadside assist starts at $68.10 per year or $83.50 for a few more inclusions. There is no indication of an extended warranty sold by Mazda, but a dealer will no doubt try and flog you a third-party offering.

Service costs are capped for the first five services. Visits to the dealer come every 10,000km or 12 months, whichever comes first. Service costs alternate between $297 and $324 for a total cost of $1539 for the five.

There are extras, such as cabin air filter ($64), and if you need oil, Mazda will charge a very reasonable $15. It's worth noting Hyundai's capped price servicing regime applies to the lifetime of the car.

If past models are anything to go by, durability shouldn't be an issue. The roads are still crawling with first-gen 3s.

Reliability faults seem few and far between, with no widespread reported transmission problems, gearbox problems or issues with oil consumption.

If past models are anything to go by, durability shouldn't be an issue. The roads are still crawling with first-gen 3s. For common faults, check our Mazda3 problems page for an idea of its general reliability rating.

The 3 enjoys good resale value, with a check of the price guide suggesting a 2014 Neo will fetch between 65 and 75 per cent on a private sale, suggesting few issues when you need to shift a second hand machine. Dealer trade-ins will yield around 51 and 60 percent of the new car price of $22,490.