Mazda CX-3 vs BMW M Models

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.

Brutal, bruising and utterly brilliant, the M4 CS will be an acquired taste due to its no-compromise approach, but those willing to take the leap will find a performance car like few others at their disposal.

For one, there’s the way it looks inside and out.

The Mazda CX-3 hasn’t remained the most popular car in its segment on price, so the fact its styling continues to age gracefully in the design-focused light SUV segment (aimed at young or first-new car buyers) must have something to do with it.

While it’s been lightly updated a couple of times since 2014, the CX-3 is still in its first generation and has stood the test of time.

Looking like a jacked-up Mazda2, the CX-3 brings some traditional aesthetic to a category peppered with more divisive and daring (but admittedly admirable) designs like the Hyundai Venue, Suzuki Ignis (RIP) or the cute but prohibitively expensive Jeep Avenger.

Some elements of the CX-3, like the chrome trim around the grille or the black plastic cladding along the bottom of the body and around the wheel arches, seemed in the past like they had the potential to age poorly, but Mazda’s design language has only slowly changed since 2015, and the CX-3 still looks at-home in the brand’s line-up.

It’s not the most adventurous - even inside its layout is quite basic - but it does give off a premium vibe and the fact it plays things a little bit safe means the CX-3’s broad appeal is undeniable.

The M4 CS is familiar in all the right ways, but definitely looks significantly jacked up compared to its lesser siblings.

Part of that is the extensive use of carbon everywhere, from its bonnet panels to its roof, front lip, side skirting and boot spoiler. But also because of its super-muscular angles and creases, including the huge dome in its bonnet.

Also exclusive to this M4 CS is the light treatment, with the front LEDs lighting up with yellow highlights the brand says are supposed to be reminiscent of GT racing cars.

At the back, the rear lights are flush with fibre optic lighting, lending a flowing and unique light signature that looks epic at night.

Inside, it's a sea of carbon, with the lightweight racing seats, the dash inserts and the centre console all lined in it. It is a perfectly finished space, though, and one that's also flecked with red, including a 12 o'clock band on the thick-rimmed steering wheel, the seat backs, the contrast stitching and the paddle shifts.

Be warned, though, it takes some acrobatics to climb into or out of the CS. The seat bottoms have these super high edges that double as grab handles, but require some awkward contortions to navigate.

In short, it looks angry, this M4 CS, inside and out.

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.

It all boils down to how you classify practicality in a car like this. I mean, the basic stuff is all there – it's got two doors, four seats and a boot capacity of 440 litres.

It measures 4801mm in length, 1918mm in width and 1399mm in height, and room for front seat riders is good, but less so for anyone you squeeze into the back. There are even ISOFIX points for a child seat.

But if you consider practicality the practical pursuit of performance, then the M4 CS has plenty of perks.

We're talking a $254,900 entry price for the M4 CS, which – despite my attempts at justification – is a lot. Remember, the regular M4 is $168,700, and the M4 Competition is $186,500, so we're talking a sizeable premium here.

BMW justifies that price increase in two ways. The first is scarcity, with the M4 CS limited to just 50 examples in Australia. And the second is by dialling up every aspect of the M4's performance to terrifying levels.

The engine outputs are up, the weight is 20kg down, there are better brakes, better seats, a louder exhaust, a stiffer chassis – it goes on and on.

We'll get to some of the performance stuff in a moment, but here's what else your money buys you with the M4 CS.

It starts outside with staggered alloys, 19-inch up front and 20-inch at the rear, wrapped in track-ready rubber. There's also hi-po 'M Compound' brakes with red calipers, lightweight carbon racing seats that are heated up front, an Alcantara-trimmed steering wheel, the 'M Carbon' exterior package with carbon bonnet and roof, adaptive 'M Suspension' and a titanium exhaust that howls like the winds of hell.

The less performance-focused stuff is similar enough to the other M4 models including a 12.3-inch centre screen with digital radio, Apple CarPlay and Android Auto, a second 14.9-inch screen that handles your driving data and a head-up display. There's also twin-zone climate control, Merino leather upholstery and ambient interior lighting.

But all of that is secondary, really. This is about performance, specifically of the brutal kind.

The Mazda CX-3 is still powered by a 2.0-litre, naturally aspirated, four-cylinder petrol engine, as has been the case for years. Its outputs remain at 110kW/195Nm.

It drives the front wheels only, via a six-speed automatic transmission.

BMW has found yet more grunt lurking in its trusty 3.0-litre 'M TwinPower' six-cylinder petrol engine, with the M4 CS now pumping out 405kW and 650Nm.

That's a decent jump from the 390kW and 620Nm served up by the M4 Competition, and a giant leap from the outputs of the 'base' M4 – 353kW and 550Nm.

Predictably, then, the CS is the fastest of the lot, knocking off the run from 0-100km/h in 3.4 seconds, compared to 3.5 and 4.2 in the Competition and M4, respectively. The top speed is also dialled up to 302km/h.

All that power is channeled through an eight-speed automatic and sent to all four wheels on demand, with the help of an 'Active M Differential'.

Mazda claims the CX-3 sips 6.3 litres of fuel per 100km, minimum 91 RON petrol, though on test the small SUV returned an 8.1L/100km figure under a mix of urban, highway and some dynamic driving.

With its 48-litre fuel tank, that means you’re realistically likely to get about 550km to a tank, though theoretically given Mazda’s efficiency claim a 760km trip on a single tank would be possible - if you could recreate the test lab conditions.

The M4 CS is fitted with a 59-litre fuel tank, which – given the BMW's official fuel claim of 10.2 litres per hundred kilometres – should deliver a driving range on a full tank of 541 kilometres.

But... BMW also says the regular M4 – you know, the one that makes 52 fewer kilowatts and 55Nm less torque – uses 10.1L/100km, so do with that information what you will.

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 hardest and angriest M4 of all time is, perhaps unsurprisingly, hard and angry. This is a race track specialist, but because I don't happen to own one of those, my first experience with the barking (and barking mad) M4 CS was navigating my way back from BMW's inner-city dealership.

Like it or lump it, you're going to read some Porsche comparisons here, because you're talking not too far off base 911 Carrera money, and suddenly I find the two Germans doing battle for a spot in my dream garage.

First things first, the BMW won't be much chop for daily driving for most people. Happily, I have a sickness for uncomfortable sports cars. It tells me that no compromises have been made in the pursuit of punishing performance.

A good thing, too, because the BMW, at city speeds, can be punishing. Everything feels heavy, the seats aren't overly comfortable – especially the hard bits that tend to dig in when cornering – and it stiff-arms its way over road imperfections, that exhaust booming and barking as it does.

Again, I loved it, and you probably will, too. But it's still not the kind of car I'd relish sitting in the morning peak hour rush in.

But escape the confines of the city and the BMW M4 CS suddenly makes a whole heap of sense. The acceleration is genuinely brutal, and wonderfully theatrical, with that quad-tipped titanium exhaust barking and snarling as you rocket towards 100km/h.

The steering is brilliant, with feedback fed to your wrists via that thick-rimmed wheel, and the entire experience feels sharp, super engaging and edgy.

You can push the M4 hard and fast, and I'm certain my limited talents would run out far before the BMW's would, but there's this thrilling sense of peril sparked by the aggression of the experience, that I love.

It's like the magic of a roller-coaster, I guess. Even if you know nothing is going to happen, you never really know, right? And in that lies the magic.

But back to original question, this or a Porsche 911? There's no doubt a Carrera is a better all-rounder, in terms of comfy commuting and race track fun, but this angry M4 is all shouty theatrics, all of the time.

I bloody love it.

Expect no ANCAP rating here, I'm afraid. But the BMW 4 Series does wear a five-star rating from 2019.

The M4 CS gets six airbags (driver and passenger, side airbags, head airbags), along with what BMW calls its 'Driving Assistant Professional', which bundles active cruise control (with stop and go function), front and rear cross-traffic warning, 'Steering & Lane Control' and 'Lane Keeping with Side Collision Warning'.

Mazda offers a five-year, unlimited kilometre warranty, which is behind the curve for a mainstream brand these days. Rival brands like Kia and Hyundai offer seven years, for example, with some offering up to 10.

Servicing is undertaken every 12 months or 15,000km, whichever comes first, with servicing costing between $353 and $633 per visit. Total cost over the first seven years currently sits at $3233, averaging $462 a service, which is pricey considering the relatively simple mechanicals under the CX-3.

Mazda says there are more than 150 certified service dealerships across the country, with a tool to find the most convenient one for you. Given the CX-3’s advanced age, chances are there won’t be too many mechanical issues that haven’t been worked out in the last decade.

The M4 CS is covered by BMW's five-year, unlimited-kilometre warranty, with condition-based servicing available in packs, which will cost you $3530 over five years/80,000km, or $2900 over four years/60,000km.