2022 Mazda 3 vs 2020

What's the difference?

The Mazda3 G25 SP is one of the best-looking small sedans on the market, with a lovely cabin ambiance, a driver-oriented road feel, and a stellar safety suite.

It falls a little short on value compared to top-spec competitors at a similar price point. And the engine and transmission leave this great-looker in danger of feeling a bit out-of-date with no turbocharging or electrification.

But if you’re looking for a small SUV or a hatch, and you’re having trouble finding stock, don’t look past this sedan, which offers a big boot and back seat, as well as a drive experience superior to most.

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.

Absolutely. Mazda's swoopy design style has been gently refined for this generation of the 3, to make a car which looks more expensive than it is.

Echoing cars sculpted by the Italian coachbuilding masters of old, this 3 sedan is rare, in that it appears to have been shaped as carefully as its hatch equivalent.

Few examples of non-premium mid-size sedans which look this great still exist. Kia’s overtly sporty Cerato sedan gives the 3 a run for its money, but I think both look infinitely better than the dreary Corolla sedan, safe-to-a-fault Impreza, and polarisingly rhomboidal i30 sedan.

Keep in mind, too, cars like this are counting their days in the Australian market, with Mitsubishi’s successful Lancer and Honda’s Civic sedan already driven into the annals of Australian automotive history.

Why do I like it so much? The wide, swoopy bonnet, delicate light fittings, well-sculpted grille, ideally proportioned and squared-off boot lid, as well as a distinct lack of naff black plastics make for one classy looking compact sedan.

I do worry about the longevity of this car’s expansive, uninterrupted panels. Even a single pockmark dent or light scratch will stand out on the doors or bonnet, potentially ruining the overall look.

Also not a fan of the black wheels, specific to the SP grade. They’re fine in isolation, but I think this design looks better when matched with silver.

Inside will seal the deal for anyone wanting a car that punches above its price point. The 3’s interior is one of, if not the best in this class, in terms of ambiance.

The leather-bound wheel, raised centre console, semi-digital dash, and gentle application of chrome look and feel lovely.

This design feels like it was destined to be matched with the leather seats from higher grades. But the hard-wearing weave covering the seats in this G25 Evolve SP is still attractive.

The multimedia screen, nestled distantly on the dash top, looks great. It’s sharp, has great colour, and utilises Apple CarPlay's widescreen abilities.

However, as it’s not a touch unit, it’s not always the easiest system to control, as we’ll discuss in the practicality section of this review.

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.

Sedans are more practical than most give them credit for, characterised by extra back seat space and boot capacity compared to many small SUVs or hatchbacks, and the Mazda3 is no different.

Starting up front, the driver is treated to a generous space, with good visibility out of the main windows.

Seat trim is cloth, and the addition of power adjust for the driver's seat is a nice touch.

The front of the cabin features soft trims everywhere you’re realistically going to touch, ramming home the brand's increasingly upmarket ambitions.

Bottle holders appear in the doors and centre console in front of the shifter. Behind them there is a small phone-sized tray (perhaps a missed opportunity for a wireless charger).

The centre console box is also large and clad in a nice soft finish to enhance the 3's luxurious feel.

There are a few small issues up front, though, which take away from this car’s overall practicality.

First, the 3 has the typical Mazda trait of the wing mirrors being mounted up on the doors and too close to the driver, giving them a limited angle of view.

Second, the multimedia system is not a touch unit, controlled only via a dial in the centre console.

This is great for the car’s stock software suite, which is clearly designed to be used this way, but navigating Apple CarPlay with a dial is beyond clumsy, especially while you’re trying to concentrate on the road.

It’s nice that there’s a separate volume knob, and easy-to-use climate functions, but I also wish the digital portion of the instrument cluster had a few more functions. It looks good but doesn’t really do much.

Access to the sedan's rear seat is much easier than in the 3 hatch as the doors are larger and the roofline stays consistently higher. This means it’s easy to hop in and out of for an adult.

Sitting behind my 182cm driving position, I had plenty of leg and decent headroom. The plush door cards continue into the rear with a single bottle holder, plus a drop-down armrest includes two bottle holders.

The rear seats feature actual bolstering in their sides, although amenities are only okay, with dual adjustable air vents for rear passengers, but no power outlets.

In fact, power outlets are an issue in the 3, with two USB 2.0 ports and a single 12V socket, but no USB-C jacks.

For the boot, the sedan version of the 3 offers an impressive 444 litres of space (VDA), an enormous increase on the hatch's 295 litres.

This comes with the caveat that the loading space isn’t as versatile, with a traditional 'three-box' design meaning it can be much more difficult to load larger objects.

Regardless, the 3 sedan easily fit our three-piece CarsGuide luggage set with ample space to spare.

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.

The G25 Evolve SP automatic has an official/combined cycle fuel consumption figure of 6.5L/100km, which sounds a little fanciful for a larger capacity four-cylinder.

But I was impressed with the real-world results, which came back as 7.6L/100km after a few hundred kays.

Many turbo engines or stressed 2.0 litres will match or exceed this, and even though I stuck to largely urban use in my week, it still fell below the ‘urban’ claim of 8.5L/100km. I suppose this car is proof that sometimes simple is best.

Too add a little icing, the 2.5-litre engine is capable of consuming entry-level 91RON unleaded. The Mazda3 has a 51-litre fuel tank.

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.

The Mazda3 is generally a very nice car to drive. Mazda is keen on delivering a specific drive experience, designed to be consistent across its range.

And this car has been refined nicely relative to the previous 3, which handled well, but was a bit noisy and rough in the cabin.

Handling is excellent. The car feels secure with solid and direct steering feel, a firm but controlled ride (with more forgiving dampers than its predecessors), and good off-the-line responsiveness from the 2.5-litre, four-cylinder engine.

The engine pairs well with the six-speed torque converter transmission, ahead of the rubbery CVTs or glitchy dual-clutch autos found in some competitor offerings.

Keen drivers are likely to prefer it, however there's something dated about the experience.

The 2.5-litre engine is sufficiently powerful but feels lacklustre in its mid-range delivery compared to more modern turbocharged or hybrid alternatives. And it’s a bit noisy, to boot.

Road noise has improved from this car’s predecessor, but still isn’t stellar, and one thing which helps define the Mazda driving experience is a firmness which works its way through the whole vehicle.

It’s not just that the ride can be a little hard at times, it’s that you feel every bump through the steering and body of the car.

It’s worth calling out Mazda’s emissions-reducing stop-start system as easily one of the best executions of the tech on the market.

The engine is up and running and ready to go before you have time to think about it. Unlike some contemporary systems from rivals like VW, you never have to consider switching it off out of annoyance.

This leaves the G25 SP as an interesting option in the crowded mid-size hatch and sedan space. One which leans further into the sporty driver-oriented realm than the semi-luxury one seemingly promised by its design.

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.

All Mazdas are covered by a five-year/unlimited kilometre warranty, on par with its primary rivals, which includes roadside assist for the duration.

Mazda includes a ‘base scheduled maintenance’ program with indicative costs for the first five years, with each visit estimated to cost either $322 or $367 on alternating years for an average of $340 a year.

This seems about right to us. Toyotas are cheaper, but Subarus are more expensive.

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.