Mazda CX-3 vs Blue Tongue XH15

What's the difference?

‘You get what you pay for’ comes to mind with the CX-3, which is interesting given it’s neither the newest nor most feature-packed SUV in its class.

The ageing light SUV does however offer one of the best-put-together experiences in a car of this size and its engine is powerful for the class. Build quality feels well above par and there aren’t any annoying inclusions that are becoming more common in new cars.

There aren’t many downsides unless you were hoping for a big screen and the ability to play around with software functions, but at this end of the new car spectrum, a car that drives this well and remains stylish a decade on should be applauded.

Put aside its relative (but forgivable) lack of efficiency and somewhat smaller boot than rivals, and the CX-3 nails everything it needs to.

Given that Blue Tongue is a relative latecomer to the hybrid caravan market, it’s done its homework.

For $50,000, the HX15 is a great value, highly capable off-road camper with a comprehensive list of features to keep it self-contained and self-sufficient when you're camping.

That it includes an island bed, 2000-watt inverter, grey-water tank and enough battery capacity to free camp almost endlessly, is a testament to all that. 

The Mazda CX-3 isn’t the most spacious light SUV on the inside, but from either of the front seats it’s clear a lot of thought has gone into the best way to make the cabin work.

For example, precious space hasn’t been wasted by two dedicated cupholders, instead there’s a cupholder in the central storage compartment that’s relatively easy to reach into.

Like its design and some of its features, the CX-3’s layout can’t hide its age - there are still big physical controls for the climate settings, the speedometer is a physical dial and the gear selector is a very traditional style.

Mazda’s soon-to-be-gone media control wheel persists in the CX-3, which is by no means a bad thing. It falls nicely to hand, as with many of the controls in the CX-3. Its seating position isn’t too high and the positions you’re able to get the seat and steering wheel into should accommodate most humans.

Behind the front seats it’s a little more spartan. Space is at a premium, with my 178cm frame fitting in the back seat just enough that I had a fair bit of headroom, but my knees were able to brush the seat in front, set to my own driving position.

There are no ports for charging or vents in the second row, but the fold-down armrest has a clever fold-away cupholder. The window shoulder is a little high for young kids to properly see out, but there’s enough light that it doesn’t feel cramped.

The boot is similarly diminutive, a 264-litre space becoming 1174L with the second row folded down. Compare it with the Hyundai Venue and its 355-litre boot, or the Toyota Yaris Cross and its 390 litres, and the CX-3’s simple, well-constructed interior starts to lose points.

A lot of these hybrid campers are little more than expensive metal boxes with a large bed inside, although the Blue Tongue is a little more than that.

It has a fold-out extension from the driver's side of the camper, which contains the queen-sized bed. By expanding sideways, rather than rearwards, Blue Tongue's managed to create access around the bed from three sides. The upside is, no one ever has to climb over the other, or shuffle along it, to get in. It's a feature almost unique in the genre.
Considering the XH15 also fits a small shower and toilet cubicle, cosy dinette, a small sink, bunk bed and heaps of storage, it's quite a practical little space that doesn't feel as cramped as it sounds.

The dinette lounge is good for the occasional meal away from the bugs, while the bunk above it folds up to improve access. And even if you're not travelling with a child, it makes a great shelf.

The en-suite, if we can call it that, is naturally compact. With its own toilet and shower plumbed into the grey-water tank, this is a fully self-contained camper, which is becoming increasingly more important at many free and remote bush camps.

The light SUV category is an interesting one, as it feels somewhat like a gateway to bigger SUVs for those who get a taste of the higher seating position. But in city and urban areas, a light SUV should be as much car as someone needs - unless they have two kids or a bunch of equipment to get around with.

This comes down to the fact cars like the CX-3 are more efficient and easier to manoeuvre than their larger counterparts. And as light SUVs go, the CX-3 feels solid, confidence inspiring and more capable when outside its inner-city comfort zone.

Its naturally aspirated engine is big for the class. Even if it doesn’t feel the punchiest off the line it offers plenty of flexibility at higher speeds and makes overtaking on the highway feel less daunting than it would otherwise be in a car this small.

Its steering is light, which is an advantage in everyday driving, but has enough feedback that more dynamic driving is still engaging. It’s not sportscar-sharp, but you wouldn’t want it to be.

While its age would suggest the CX-3 should feel unrefined compared to newer small cars and light SUVs because of what lies underneath, Mazda’s work on the little SUV over the years has resulted in a car that feels mature and capable.

The suspension isn’t perfect, but it manages low-to medium speeds elegantly and does a decent job of maintaining stability at high speeds. It feels better than you’d expect from a car this size on the highway.

The 1294kg kerb weight and small-enough 18-inch wheels mean there’s not too much weight to manage, and there’s enough cushion in the tyres that harsh bumps don’t come crashing into the cabin.

While the CX-3 feels refined for its class, don’t expect a dead-quiet ride, as some road and wind noise make their way in above 80km/h. Then there’s the fact its engine and transmission will sometimes need to get a bit raucous when accelerating quickly. Aside from this, the CX-3 around town and in suburban areas feels nice and calm.

The 15-foot off-roader is well balanced behind our tow car. At tare, there's 150kg on the ball, which gives it room to move up once a load is added. We carried a load of camping gear, nearly 200 litres of water and the fridge, all of which helps add stability to the combination.

Towing the XH15 along the highway, it tracked beautifully and even with soft, off-road suspension it didn't wobble around. Onto the narrower, winding roads into Wee Jasper, it was compliant and followed without incident.

When the drive became a bit challenging, such as when we had to navigate steep, loose tracks into our campsite, the camper's high-clearance, angled cutaways and off-road hitch made sure none of its underbody scraped or bumped on the ground.

It rides on coil-spring, independent suspension with dual-shock absorbers each side and this is a robust, well-proven system, which is really great when roads become a little rougher.