2020 Mazda 3 vs Toyota Corolla

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 Corolla has been an urban favourite for decades and a hybrid version just makes so much sense for anybody who feels they spend more time in traffic than on deserted open roads. Sure, the sedan is longer than the hatch, and yes, you’ll have to option parking sensors but the Corolla SX Hybrid sedan could well be the ultimate urban vehicle. It’s easy and comfortable to drive, has outstanding fuel economy, and is roomy enough for a small family.

Social call to action (formerly comment call to action):  Is the Corolla SX Hybrid sedan the ultimate urban car or does it miss the mark? Tell us what you think in the comments below.

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 number of my friends who now have Corolla sedans has increased by 200 per cent. Okay, so that’s only an increase of two people from zero but I put this down to two factors: 1) I’m getting older and so are they; and 2) The Corolla sedan is now actually good looking.

Sure, it’s not as sexy as the Corolla hatch, but it’s attractive for a small sedan which mostly tend to be a bit bland.

I like the blade-like headlights and the way they extend under the bonnet lip and almost meet in the centre, and that big mesh lower grill looks tough and menacing.

I’m also taken by the rear styling (normally the weak point of a small sedan) and how the tail-lights ‘pinch’ into the tailgate. It’s refined and not at all cheap or budget looking.

Telling the Hybrid SX apart from the entry-level Ascent Sport Hybrid below it is tricky as both cars are identical from the outside. Even distinguishing them from their petrol-only twins is hard, the only giveaways being the smaller 15-inch wheels and 'Hybrid' badges on the boot lid and front wheelarches.

The Hybrid SX’s cabin is neatly designed and stylishly straightforward in its layout, but I don’t think anybody is going to write it poetry about how enchanting and beautiful it is.

Nope, this is an interior design where functionality triumphs over form. Which is good for somebody who just want to jump in and drive… I’ve sat in an Alfa Romeo for days just pressing buttons trying to work out which one makes it go.

Want the dimensions? The Corolla Sedan is 4630mm long, 1780mm wide, 1435mm tall and has a wheelbase of 2700mm. In comparison the Corolla hatch is 4375mm long, 1790mm wide, the same height, with a wheelbase of 2640mm.

Only one colour is standard and that’s 'Glacier White', while the optional shades are 'Crystal Pearl', 'Silver Pearl', 'Ink', 'Wildfire', 'Volcanic Red' and the 'Lunar Blue' which my test car wore.

By the way, those two friends why bought Corolla sedans, went with hybrids, too.

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 dimensions in the section above probably give away what I’m about to tell you. The sedan has far more room inside than the hatch.

There is no way I can sit behind my driving position in the hatch without my knees wedged into the seat back and headroom is limited, too.

Different story in the sedan which is a bigger car with a longer wheelbase and that means I can sit in the second row with space to spare (even headroom is good).

The cargo capacities of the boots are also vastly different. The sedan’s boot volume is 470 litres – much more than the hatch's 333 litres.

Cabin storage is also good with four cup holders (two in the back and two up front), decent-sized door pockets, a deep centre console bin and a large shelf in front of the shifter which doubles as a wireless charging pad. There’s also a 12V outlet and a USB port.

If you’re planning to use the SX Hybrid as a small family car keep in mind that it doesn’t have directional air vents in the second row, nor rear privacy glass to shield the kids from the sun.

When I tested it my five-year-old son was back there in his car seat and it was hard to get cool air to him from the front on hot days. Also, the seatbacks don’t have map pockets which was frustrating, although there is a tray in the back of the centre console for the second row.

All doors open wide and the rear wheelarches don’t eat into the doorways too much, making entry and exit easy.

The SX grade sits in the middle of the Corolla sedan range and the hybrid version has a list price of $29,735, which is $1500 more than the petrol-only SX. By the way, the hatch version costs the same as the sedan.

And another thing, you can get a hybrid version of the top-of-the-range ZR as a hatch, but not as a sedan. Fear not, the XS sedan comes with a stack of standard features.

Coming standard are LED headlights and tail-lights, (the daytime running lights are also LED); an 8.0-inch screen with Apple CarPlay and Android Auto; wireless phone charger, a six-speaker stereo, climate control, 7.0-inch instrument cluster display, fabric seats, proximity unlocking, and heated wing mirrors.

Is it good value for money? Absolutely, even if it is more expensive than the petrol version.

The only direct small car rival to the Corolla SX Hybrid sedan is the Hyundai Ioniq Hybrid which lists for $35,140. Mazda doesn’t have a hybrid version of the Mazda3 but the G20 Touring is fuel efficient and costs $29,240.

Kia hasn’t released a hybrid Cerato either, but it is a competitor to the Corolla and the Sport+ is the SX rival at $29,340. There’s also Subaru’s Impreza 2.0i-S, which I’ve recently tested. It’s not a hybrid either, but worth considering at $31,160.

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 Toyota Corolla SX Hybrid Sedan is not a plug-in hybrid - there’s no cord for charging it up. Nope, it’s a petrol-electric hybrid that recharges its batteries through regenerative braking.

So, you step on the brakes, the electric motor instantly morphs into a generator, transforming kinetic energy into electricity, which is sent back to top up the battery under the rear seat.

Not having to plug it in to recharge makes the Corolla SX Hybrid a good choice for those living in the city where you might not have access to a power point where you park.

This also means you’ll never run out of power and be stuck on the side of the road because along with the electric motor (making 53kW/163Nm) there’s a 1.8-litre four-cylinder petrol engine (making 72kW/142Nm).

You can only have the hybrid with an automatic transmission and in this case it’s a continuously variable transmission (CVT). I’m not a big fan of these in petrol engine-only cars but the seamless nature of a CVT suits this hybrid powertrain perfectly.

While I think plug-in hybrids are superior to the system used here, it’s an exceptionally good powertrain that provide more than adequate acceleration.

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.

Toyota says if you were to stick to just urban driving the Corolla SX Hybrid sedan should use no more than 3.4L/100km of petrol. If you plan to do longer trips with motorway and country roads thrown in you’ll be happy to know Toyota’s official economy for a combination of open and urban use is only a smidge higher at 3.5L/100km.

In my own fuel test I started with a full tank and drove a route through Sydney’s CBD in peak hour traffic before returning back to my home in the inner suburbs less than 10km away, and continued the loop for 47km.

I finished at a petrol station where it took 1.52 litres to top up the 43-litre tank. The trip computer said my average fuel consumption was 3.7L/100km but my own calculations had my mileage at 3.2L/100km. Outstanding fuel economy.

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.

If you’ve never driven a hybrid before, take it from me, right now you won’t drive a better one than this.

Some hybrids are noisy when their petrol engines ‘kick in’. Some have brake pedals that feel like wooden blocks. Some have dual clutch transmissions which lead to jerky movements. Don’t even get me started on the ones that hardly save you any fuel.

The Toyota Corolla SX’s hybrid powertrain is as good as they currently come. It makes sense, Toyota has been selling petrol-electric hybrid vehicles since 1997 and over that almost quarter of a century it’s mastered the technology. You only have to drive a hybrid from one of its rivals to feel how much more refined the Toyota is.

The dance between the engine and motor, or both operating together,  is almost unnoticeable, and the CVT performs smoothly. The result is a pretty much seamless driving experience that feels natural once you’ve been in the car a day or two.

The new-gen platform the Corolla is built on is excellent in that not only does it provide a comfortable ride, but handling is great for the segment, too. Add to this the little nudges of acceleration from the electric motor and the Corolla SX Hybrid is fun to drive.

Steering is light and accurate, while the 10.6m turning circle is what you can expect out of most small cars.

It’s not all good though. Remember right at the start I mentioned how the sedan was longer than the hatch and that there was something missing at either end?

Well, the sedan is almost 26cm longer than the hatch. That’s about the distance between two parked cars, and from what I experienced the difference between fitting into a car space and not.

Not only is the sedan less likely to fit into a smaller spaces, but making this part of daily urban life harder is a lack of front and rear parking sensors.

Yep, parking sensors aren’t on the standard features list and must be fitted as a dealer option. For an urban car not to have parking sensors as a standard isn’t good enough.

I wouldn’t let this put you off, though, because it’s one of very few downsides to the car and it can be solved by optioning the parking sensors. Dealers can be open to a little bit of persuasion, too.

For urban folk like me, living just 10km from the CDB, but having to sit in traffic for 50 minutes to get there on disjointed concrete and bitumen roads, the Corolla SX Hybrid makes these journeys easier and a bit fun.

The Corolla hatch scored the maximum five-star ANCAP rating when it was tested in 2018, and the sedan which came out in 2019 adopted the same rating.

Coming standard on the Corolla SX Hybrid sedan is advanced safety equipment such as AEB with pedestrian and cyclist detection, active cruise control, lane departure alert with steering assistance, auto high beam, blind spot monitoring, and lane trace assist with lane centering and speed sign recognition.

The AEB system is functional from 10km/h to 180km/h covering you for urban and city use, as well as the open road.

Along with this there are seven airbags and a reversing camera.

For child seats there are three top tether points and two ISOFIX points across the second row. 

A space saver spare wheel is under the boot floor.

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.

The Corolla Sedan is covered by Toyota’s five-year/unlimited kilometre warranty. Hybrid versions are covered by the same warranty, including the battery.

Servicing is recommended annually or every 15,000km with the first four services capped at $175.