Browse over 9,000 car reviews
What's the difference?
Half a decade on, the current-generation Mazda 3 has weathered a world of change.
Cheap cars have vanished. Electric vehicles are commonplace and the small car class it belongs to has been decimated by SUVs. Big names like the Ford Focus, Holden Astra and Mitsubishi Lancer are history.
But while it looks identical to the car unveiled at the 2018 LA Auto Show, today’s Mazda 3 has also evolved, albeit gently.
Let’s see how competitive the latest and improved (as well as more expensive) version is.
The hot hatch wars, an on-going automotive conflict, fired up when Volkswagen lobbed a massive, Golf GTI-shaped salvo into an unsuspecting global car market in the middle of 1976.
Peugeot may have run a bold out-flanking manoeuvre with deployment of the 205GTi from the mid-1980s, and other skirmishes broke out soon after with the likes of Suzuki’s Swift GTi, but so far the German maker has retained majority ownership of those three little letters that mean so much.
Fast forward to 1995 and application of the GTI tag spread to the compact VW Polo, which close to three decades later brings us to the current, sixth-generation version.
It arrived in Australia in 2018, and four years down the track it’s time for an update, with subtle cosmetic tweaks and a significant safety upgrade included.
Volkswagen Australia invited us to the car’s local launch including a varied drive program, topped off with a hot-lap track session, to get a first taste of how it shapes up.
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 Polo GTI faces tough competition in the form of Hyundai’s recently arrived, very good, and well-equipped i20 N, as well as Ford’s sleek and super-capable Fiesta ST. But as mentioned at the start, VW occupies the hot-hatch high ground with the GTI badge, and this upgraded Polo is loaded with features, dynamically outstanding and on the leading edge in terms of safety. Time will tell if the higher price, higher spec strategy is the right one, but there’s no doubting this updated Polo GTI is a compelling package.
Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.
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…
Not exactly a massive change to the exterior of the Polo GTI with this mid-life refresh, but sharp-eyed car spotters will notice a new front bumper treatment including a revised lower grille, defined by a body-coloured border and flanked by LED driving lights.
The headlights have also been reshaped to mark the arrival of standard matrix LED beams, with the signature horizontal red keyline moves from the centre to the bottom edge of the upper grille. A continuous LED strip across the nose stands the car apart after dark.
Previously part of the GTI’s ‘Luxury Pack’, the ‘Faro’ design 18-inch alloys fill the wheel arches nicely, and overall the car’s compact, tightly wrapped body and finely chiselled lines are familiar.
At the back, the LED tail-light clusters have been extended laterally into the hatch door, but the car’s fundamental shape is unchanged.
Inside the dash layout is the same, although the centre of the sports steering wheel has been massaged into a more organic shape with the airbag/horn now an oval rather than a circle.
The rest of the interior is relatively understated in typical VW fashion, the neatly sculpted sports seats trimmed with traditional ‘Clark’ tartan cloth on the cushion and backrest centres. And ‘Kings Red’ inlays in the dash, centre console and front door trims, are a reminder of the car’s heritage and sporty intent.
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…
At just under 4.1 metres long the Polo GTI is a decidedly compact hot hatch, but thanks in no small part to a relatively lengthy (2.6m) wheelbase, interior space is impressive.
The driver and front passenger have plenty of breathing room, and the rear is remarkable. At 183cm, sitting behind the driver’s seat set to my position, I enjoyed ample legroom, and more than enough headroom.
Width is another story, because while two adults will be fine in the back, there isn’t enough space for three to sit in comfort for any length of time.
Storage options in the front include a small lidded box between the seats (which doubles as an adjustable armrest), two cupholders and various oddments spaces in the centre console, as well as the wireless charging bay in front of the gearshift.
There are also pockets in the doors with room for (medium) bottles, a decent glove box, a shallow drawer under the passenger seat, and an overhead drop-down tray for glasses.
Map pockets on the front seat backrests, and small bins in the doors add extra practicality, but there’s no fold-down centre armrest or individual ventilation control for rear seaters.
For connectivity and power, there are two USB-C ports in the front, plus another two in the rear, as well as a 12-volt socket in the front centre console.
Boot space is a healthy 305 litres (VDA) with the 60/40 split-folding rear seats upright, that number growing to 1079L with them folded down.
Tie down anchors are handy for strapping loose loads, while shopping bag hooks help keep smaller bundles under control. And be aware, the spare is a space-saver.
Mazda has rationalised the MY24 3 range, with fewer grades and no more manuals, sadly.
The pretty little piece of automotive industrial design you see here is the mid-range Evolve SP Vision, which sounds less like a car and more like a posh hairdryer from Vidal Sassoon.
Priced from $36,520 before on-road costs (or about $41K drive-away before you start haggling), this Mazda 3 is a sporty and well-equipped alternative to the likes of the speedy Hyundai i30 N-Line Premium, spacious Kia Cerato GT Turbo, new Subaru Impreza AWD 2.0R and evergreen Toyota Corolla ZR. All cost roughly the same money.
The thing is, do Mazda’s upmarket aspirations mean the 3 possesses the ride quality and chic to embarrass at times substantially more expensive hatchbacks with premium pretensions? We’re talking rivals like the BMW 1 Series, Mercedes-Benz A-Class, Peugeot 308 and VW Golf, here.
Stay with us, because we reckon you might be surprised by how far the 3 has come since its humble 323 predecessors.
Anyway, this version comes with most of the good gear, including a full suite of driver-assist safety tech like front and rear Autonomous Emergency Braking (AEB), blind-spot alert, lane-keep assist and adaptive cruise control, as well as keyless start and walk-away lock, powered driver’s seat with memory, 360-degree camera views, a head-up display, digital radio, sat-nav, auto tilt/folding exterior mirrors, dual-zone climate control, Bluetooth phone/audio connectivity and 18-inch alloys.
Oh, and for 2023, an upgraded version introduces a smartphone charger and wireless for the Apple CarPlay/Android Auto function, along with USB-C port access front and rear.
What’s missing at the Evolve SP Vision’s price point? Some mainstream rivals offer leather and a sunroof, available respectively in the more-expensive GT Vision, from $40,000, and flagship Astina grades, from nearly $42,500.
Still, that’s quite a lot of small car for the money, given the quality of the presentation and design. Speaking of which…
Headline news is the Polo GTI’s before on-road costs price has gone up by close to 18 per cent, from $32,890 to $38,750.
Why? More standard equipment; some new things and other previously optional features now included in the base price.
The aim is to bring the car into line with the specification the majority of customers are ordering, because Volkswagen believes the days of a ‘price leader’ Polo GTI are behind it. That is, pique a buyer’s interest with a keenly priced but relatively sparse base model, and they invariably add options once engaged in the process.
So, the Polo GTI has put a price gap on its two key competitors, the Ford Fiesta ST ($32,290) and Hyundai i20N ($32,990), but it’s now loaded with a whole lot of fruit for the money.
The new bits are ‘Matrix’ LED headlights, a centre airbag, and 18-inch alloy rims (up from 17s), while the elements moved from the options list to the standard equipment column are assistance features bundled under the ‘IQ.Drive’ umbrella including, blind-spot monitoring, rear cross-traffic alert, front parking sensors (joining those in the rear), ‘Park Assist’, adaptive cruise control, and auto-folding exterior mirrors.
Also included in the GTI’s base price are the ‘IQ.Light’ matrix LED headlights, ‘Dynamic Light Assist’ (auto low to main beam switch with light profile adjusted to avoid dazzling cars ahead or oncoming), ‘Premium’ LED tail-lights (with dynamic indicators), metallic paint ($600 on the Polo Life and Style), LED driving lights, dual-zone climate-control, front and rear carpet mats, ‘Digital Cockpit Pro’ (incorporating nav and phone functions), ambient interior lighting, wireless device charging, and sports front seats.
Then you can add ‘Discover’ nav in the 8.0-inch media touchscreen set-up, auto headlights, rain-sensing wipers, ‘Manoeuvre Braking’ (low-speed rear AEB), an auto-dimming rearview mirror, leather trim on the sports steering wheel, gearshift and handbrake lever, and six-speaker audio.
A ‘Sound & Tech Package’ is available for the GTI ($1500) incorporating a 9.2-inch multimedia screen, and a Beats branded premium audio system (digital eight-channel amp, 300 watts).
A Panoramic glass sunroof ($1500) is also offered, and premium metallic paint adds $300.
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.
The Polo GTI is powered by a version of Volkswagen’s 2.0-litre (EA888) four-cylinder turbo-petrol engine, driving the front wheels through a six-speed dual-clutch auto transmission.
The iron block/alloy head unit uses direct- and port-injection, variable valve lift on the intake side, and variable valve timing on the intake and exhaust sides to produce maximum torque of 320Nm from 1450 to 4390rpm, at which point peak power of 147kW takes over from 4390-6000rpm.
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.
VW’s official fuel economy figure for the Polo GTI on the combined (ADR 81/02 - urban, extra-urban) cycle is 6.5L/100km, the 2.0-litre turbo four emitting 150g/km of CO2 in the process. Not bad for hot-hatch with this kind of performance.
Minimum fuel requirement is 95 RON premium unleaded and you’ll need 40 litres of it to fill the tank. Using the official consumption figure that translates to a range of 615km.
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.
The Polo launch drive program covered around 150km of city, suburban and freeway running from inner Sydney, through twisting B-roads to the city’s south, and sprawling semi-rural areas further west, topped off with a closed track session at the Luddenham Raceway.
Weighing in at a fraction over 1.3 tonnes, with 147kW/320Nm sent to the front wheels, the Polo GTI is capable of sprinting from 0-100km/h in 6.8 seconds, which is satisfyingly quick.
And the 2.0-litre, four-cylinder turbo-petrol engine’s dyno sheet must be a thing of beauty with maximum torque available from from 1450 to 4390rpm, and peak power picking things up at precisely the end of that plateau, remaining on tap all the way to 6000rpm.
So, mid-range punch is always there, and the six-speed ‘DSG’ dual-clutch auto delivers rapid, precise shifts, with wheel-mounted paddles dialling up the fun factor when you want to shift ratios yourself.
Combined engine and exhaust noise is agreeably rorty without tipping over the annoyance threshold, although the high-performance 215/40 Continental ContiSportContact rubber transfers a fair amount of rumble on coarser surfaces.
The base suspension set-up is strut front/torsion beam rear, with the standard ‘Sport Select’ system built around switchable dampers, offering the choice of ‘Normal’ and ‘Sport’ modes.
Normal is nicely composed with comfy compliance over longer undulations as well as higher frequency bumps and dips. But if the red mist descends and you’re ready for some fun the (noticeably firmer) Sport setting buttons everything down that bit more.
As well as the damping, throttle response is faster, the DSG picks up the pace as does the steering. Even the exhaust is enhanced, although it’s via the synthetic ‘Sound Actuator.’ Boo!
Balanced and predictable in quick cornering, the Polo GTI’s electro-mechanically assisted steering is precise and beautifully weighted, with great road feel. And the car’s ‘Extended Differential Lock’ uses the traction control and braking systems to minimise wheel spin, maximise traction, and help limit understeer.
On top of all that, the carefully sculpted sports seats deliver secure location without compromising comfort, and the grippy sports wheel feels great.
Braking is by ventilated discs at the front with solid rotors at the rear, and even under the pressure of a flat-out track session (moderated with the help of some admirably patient tame racing drivers) they remained progressive and firm.
In more civilised surroundings the Polo’s size and excellent all-around vision (not to mention a clear reversing camera) make it a cinch to park. The combination of on-screen touch controls, and physical dials for the multimedia system is welcome. And the connection for Apple CarPlay and Android Auto is wired or wireless which is handy for those who prefer the surety of a wired connection or the flexibility of one less cable in their life.
Tested way back when this generation was new in early 2019, the Mazda 3 scored a maximum five-star ANCAP crash-test rating.
On the driver-assist front you’ll find front and rear AEB (with a working range of 40km/h to 200km/h) with pedestrian and cycle detection available between 10-80km/h, while the 'Forward Collision Warning' operates from 40-200km/h.
Blind-spot monitoring, lane departure warning, lane-keep assist, 'Forward Obstruction Warning', rear and front 'Cross-Traffic Alert', 'Secondary Collision', auto high beams, breakaway pedals, adaptive cruise control (with full stop/go functionality and cruising/traffic support), parking sensors front/rear, 360-degree round-view monitor, reverse camera, traffic sign recognition, driver monitor and tyre-pressure monitors are also included.
The lane-keep support systems work between 55-200km/h.
Seven airbags – front, side, curtain and a driver’s knee bag – are fitted, along with anti-lock brakes with 'Electronic Brake-force Distribution', 'Emergency Brake Assist', stability control, traction control, hill-start assist are also fitted, seat-belt pretensioners, and two rear-seat ISOFIX points as well as three top tethers for child seat straps.
The current Polo scored a maximum five-star ANCAP rating when it launched in 2018, and it must have been tempting for VW to save more than a few euros by side-stepping active and passive safety upgrades in this refresh.
But, bravo, it didn’t, the German giant re-submitting this updated version for assessment against more challenging 2022 criteria.
The GTI is loaded with a raft of crash-avoidance tech under the umbrella of ‘IQ.Drive’, including AEB (with cyclist and pedestrian detection), lane-keeping assist (with lane departure warning), ‘Multi-Collision Brake’ (automatically slows the car after a collision, reducing the chance of a secondary impact), driver fatigue detection, ‘Park Assist’ (perpendicular and parallel), front and rear parking distance sensors, rear AEB (low-speed), a reversing camera (with static and dynamic guidelines), adaptive cruise control (with speed limiter and distance warning display), and tyre pressure monitoring.
If, despite all that, a crash is unavoidable there are seven airbags on-board - driver and front passenger (front and side), front centre, and full-length side curtain.
A front centre airbag is the solution many manufacturers are using to meet ANCAP’s recently introduced, tougher criteria around head clash injuries.
There are three top tether points across the rear seat for child seats and/or baby capsules, with ISOFIX anchors on the two outer positions.
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.
Volkswagen Australia covers the Polo GTI with a five-year/unlimited kilometre warranty, which is now the volume market standard.
The paint is warranted for three years/unlimited kilometres, “Through Corrosion” is covered for 12 years/unlimited kilometres, and 12 months roadside assistance is included.
Servicing is required every 12 months or 15,000km, with prices over the first five years ranging from a low of $455 to a high of $1498, the average per service coming out at $701, which is a pretty solid number.
Capped price servicing is available, however, over five- and three-year plans. Paying up-front for five years results in a $765 saving over pay-as-you-go.
A nice side benefit is the ability to fold servicing costs into the vehicle’s financing at the time of purchase, and the plan is transferable if you decide to sell the car before the five or three years is up.