Mazda CX-3 vs Ford Mustang Mach-E

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.

EV buyers who don’t or won’t see the point of the Mustang Mach-E are missing out.

This is a sporty and fun-to-drive electric SUV in the same way that the Ranger is the sporty and fun-to-drive ute. In other words, a lot of what makes Fords brilliant is alive and well here, without compromising functionality. The opposite of so many Chinese electric SUVs that shine brightest on the showroom floor, then.

Yes, a base Select that is around $10K cheaper to start with might help punters see the light even more clearly (and that's our choice), and it is starting to look dated inside and out, but overall, the Mach-E is an enjoyable, fulfilling and practical family proposition.

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.

So, what's changed with the facelift? Not much, meaning that the Mach-E – unveiled all the way back in late 2019 is beginning to look dated. Maybe that’s another classic Mustang trait.

The base Select gains the upper-series’ trick LED headlights. The Premium adopts some plastic body cladding. The grille treatments vary between the grades, with the GT boasting a unique look. Genuinely fresh new colours abound. And the alloys have been restyled.

Otherwise, it's still the same, Porsche Macan-esque small to medium-sized SUV crossover on the outside, down to the Hyundai Tucson-like vertical tail-light motif that barely seems like the regular Mustang muscle car’s, despite Ford’s intentions.

Inside, changes are largely limited to a repositioning of the gear selector from a rotary dial to a column shifter, Mercedes-style. That big portrait touchscreen could be straight out of a Ranger ute.

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.

As we’ve said before, the Mach-E is closer to something like, say, a BMW X4 than the boxier X3 from a proportions perspective, making it a classic coupe SUV.

Once you get over using the endlessly-annoying push-button door release, in lieu of a handle (why redesign the wheel?), that’s particularly noticeable entering/egressing the rear seat for larger people, though the front is fine.

While the interior is also clearly from an earlier era (and embarrassingly reminiscent of a Tesla), at least Ford finished engineering it for easy, seamless use.

The front seats are really comfy, ahead of a super-clear instrument pod, helping make for a great driving position, while the 15.5-inch display in the centre with Ford’s friendly SYNC4A operating system is simple to navigate once time is taken to familiarise. Current Ranger and Everest owners will feel right at home. The audio sound is superb too.

There’s a thoughtful amount of storage options, including for devices that require access to the handy USB outlets, ventilation is ample and the fit and finish in these Mexican-made Mustangs appears to be first class.

A big thumbs up, too, for the new column shifter and integrated central volume knob in the touchscreen that also allows adjustment of the climate control.

On the other hand, eyes must leave the road to dig into sub menus to change driving modes, side and rear vision is tight (those standard surround-view cameras sure come in handy), there are no paddle shifters to control regenerative braking, the glass roof neither opens nor completely blocks out sunlight due to there being no shade screen, and the overall ambience is more Ranger XLT than Ford LTD.

The back seat is surprisingly spacious given the coupe SUV dimensions, though the roofline may ruffle a few loose wigs. The backrests and cushions provides decent support, and most expected amenities are present, including air vents, USB outlets, overhead lighting/grab handles, coat hooks, cup/small bottle holders and centre armrest. And that glass ceiling does shower the cabin with light on a cloudy day.

Further back, the Mach-E offers 402 litres of cargo capacity that balloons out to 1420L with the split-fold back seats dropped, and there’s some hidden storage under the floor for smaller items. As mentioned earlier, the spare wheel is AWOL.

Existing owners will also notice a noticeably smaller ‘frunk’ area under the bonnet, where storage has plummeted from 134L to just 49L. That’s due to the newly-fitted heat pump that, at least helps boost efficiency in what is a spacious and practical family SUV.

Here's a worrying fact. The Mustang Mach-E is the cheapest new Ford passenger car you can buy in Australia that isn't based on a diesel-powered ute. And it still ain’t cheap!

When launched in Australia back in mid-2023, prices started north of $80,000 – all prices are before on-road costs – and then were swiftly slashed twice since then, as buyers basically stayed away.

Today, the well-equipped Select Single Motor RWD kicks off from $65,990. A grand more than before, but it does gain a heat pump to boost efficiency (though WLTP range remains steady at 470km), while also scoring more muscle, faster charging and – at last – softer suspension.

This is no stripped-back edition, with adaptive cruise control, dual-zone climate control, a 15.5-inch touchscreen, 360-degree-view camera, a glass roof, wireless Apple CarPlay/Android Auto, 10-speaker premium audio, a wireless charger, synthetic leather upholstery, powered and heated front seats, a powered tailgate and 19-inch alloys. Note that there is no spare wheel. Just a tyre-repair kit.

Meanwhile, the Premium Extended Range jumps $500 from $80,490 and continues with a bigger battery with an unchanged 600km of range, while it’s a near-$20K stretch from there for the flagship GT from $98,490.

Justifying a $1100-plus price hike is a more-powerful dual-motor set-up as well as a five-per cent range improvement at 515km, while retaining all-wheel drive (AWD), adaptive dampers, bolstered sports seats, 20-inch alloys and more.

Every grade includes advanced driver-assist systems (ADAS) tech from automatic braking and lane-support systems to 10 airbags ­– except in the GT, which only has nine. More on that in the safety section later on.

Against the stunning Polestar 4, swanky Kia EV6 and timeless Hyundai Ioniq 5, the Mach-E’s pricing is ballpark competitive, but is largely undercut by the sporty Cupra Tavascan, Skoda Enyaq, VW ID.4 and ID.5 cousins from Europe, as well as ubiquitous Tesla Model Y from China.

Speaking of which, the Ford seems downright unaffordable compared to the striking BYD Sealion 7, Deepal S07, Zeekr 7X, XPeng G6 and IM6 by MG. Game over then, you might think.

But, with names that sound like Cold War missile codes, none of these cheaper Chinese alternatives can match the rock-and-roll attitude that the evocative Mustang connection does.

And, damn it, the Mach-E’s calculated emotional play only heightens with exposure, which partly explains why it’s one of America’s best-selling EVs. Love it or hate it, even the comically contrived styling works.

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.

Though employing Ford’s Global Electrified One (GE1) platform that is a variation of the tragically discontinued Focus small car and Escape mid-sized SUV’s modular C2 platform, the Mach-E is basically a rear-motor, rear-wheel-drive EV, with the main traction unit now an in-house design. Previously that was outsourced.

A permanent magnet synchronous electric motor, it delivers 212kW of power and 525Nm of torque to the rear wheels via a single-speed reduction gear transmission.

Tipping the scales at 2086kg in the (albeit bigger-battery) Premium and 2100kg in the Select, its power-to-weight ratio is nearly 102kW per tonne and 101kW/tonne respectively. The latter needs 6.2s to streak from 0-100km/h, which is just 0.1s shy of the former. Top speed for both is 180km/h.

Meanwhile, with an electric motor added on to the front axle, the 2276kg, 434kW/955Nm GT’s 190kW/tonne slices acceleration down to just 3.8s, on the way to 200km/h, and relies on AWD, adaptive dampers and performance tyres to help keep things under control. Suspension consists of MacPherson struts up front and a multi-link rear end arrangement.

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.

Ford says the Select averages 18.5kWh/100km on the European cycle, while the Premium and GT are at 17.7kWh/100km and 21.0kWh/100km, respectively. These figures are in line with most rivals given the Mach-E’s performance capabilities.

Two distinct battery packs are offered, depending on grade.

The Select features a (useable) 73kWh Lithium Ferro phosphate (LFP) battery, for 470km of WLTP driving range. Premium and GT models switch to an 88kWh and 91kWh Nickel Manganese Cobalt (NMC) unit, bumping range up to 600km and 515km respectively.

The GE1’s 400V architecture has a CCS Type 2 port with 11kW AC charging capacity, or 150kW for DC charging. Many rivals offer faster charging capabilities.

According to the European data, AC charging from empty to full using a regular household socket needs up to 47 hours, or 10 hours with a 7kW Wallbox, while, a 50kW DC charger requires up to 90 minutes for a 10-80 per cent top-up, or under 40 minutes with a 150kW DC charger.

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.

If your idea of a Mustang is a big, heavy and rousing grand touring machine, then the Mach-E certainly lives up to the image.

And, in some ways, exceeds it, because – among the electric SUV fraternity – this one’s the driver’s choice, with a level of control and finesse that the muscle machines of yesteryear could only dream about.

Let's start with the performance. The 212kW Select and Premium are certainly fast enough. Sprightly off the mark, their acceleration is very smooth yet very determined, packing plenty of instantaneous punch when some extra squirt is required. Really, this is all the speed you’ll ever need.

Ford’s dynamic DNA force is very strong in these EVs, with steering that feels light yet precise, and naturally connected to the road, providing comparatively agile, flowing handling and decent body control. This is backed up by nicely nuanced traction intervention that – in true rear-drive Pony car tradition – allows for some playful rear-end breakaway.

After years of testing dreary, remote EVs – especially from but not just limited to China, the Mach-E’s willingness to interact with the driver is like enjoying a long, cold drink after hours in the hot sun.

With twin electric motors making 434kW and nearly 1000Nm, the GT turns the amp – if not quite the volume – up to 11, with tremendous response and terrific thrust right from the get-go. It’s actually quite astounding how contained and controlled the AWD flagship’s performance is delivered, given how brazenly fast it is down a straight road.

Jumping out of one of the other Mach-E models, the GT’s extra heft is immediately obvious around the bends, since it doesn’t quite have their lightness of touch. Grip is phenomenal, yet the driver can break traction even momentarily if desired, and there’s a sense that, in the right hands, few rivals with similar performance could keep up with the Ford in full flight. It’s fast everywhere all the time. But it’s just not quite as athletic or fun as the Select and Premium.

Note that, since we were on busy public roads, most of this assessment was carried out using the normal and not sport driving mode.

The driver assist safety systems are also really well tuned, sparing the driver the distraction and frustration of needless intervention, even when piloted enthusiastically.

The previous Mach-E was widely criticised for delivering a hard ride, even with the GT’s adaptive dampers. While you’d never call the suspension supple, the 2026 model’s ability to better absorb bumps is a welcome development, allowing the driver to better enjoy all the other benefits on offer. There are softer and more isolated alternatives, but few rivals are as rewarding dynamically.

Downsides include too much road noise intrusion over certain surfaces, the lack of paddles for the regenerative braking, and the fact that to switch that on or off requires the driver to resort to diving into a touchscreen menu. The same goes for switching between the cringy Whisper (eco), Active (normal) and Untame (sport) modes. How difficult would it be to fit a simple button to activate these?

Finally, thick pillars and small side/rear windows can make vision out difficult in tight spaces.

The Mach-E may be getting on to its sixth year in production, but there’s a welcome, non-EV analogue connection to the way this otherwise electrifying SUV goes, steers, handles and grips the road. Like many of the best Fords, the engineers have gone to the very real effort of prioritising driver enjoyment, without sacrificing everyday functionality.

Like we said earlier, the more time you spend in the Mach-E, the more enjoyable it gets.

Tested by ANCAP back in 2021, the Mach-E Select and Premium models managed a five-star ANCAP crash-test rating. The GT version remains unrated.

There’s a fairly comprehensive list of ADAS tech, including autonomous emergency braking (AEB) with intersection assist, reverse brake-assist, post-impact braking, lane-keep aid, lane-departure warning, evasive-steer assist, blind-spot monitoring, cross-traffic alert, adaptive cruise control with full stop/go functionality, traffic-sign recognition and tyre pressure monitors.

Select and Premium have 10 airbags (dual front, front-centre, a driver’s knee, front-side, rear-side and full-length curtain/head), but the GT misses out on the others’ front-centre airbag due its space-impeding bolstered sports seats, dropping the airbag count to nine.

The AEB tech operates between 5km/h to 80km/h in pedestrian, cyclist and back-over scenarios day or night, and between 5-187km/h car-to-car. The lane support systems work between 65km/h to 187km/h.

A pair of ISOFIX latches are fitted to the outboard rear seats, along with a three top-tether anchorage points.

Speaking of kids, while unnecessarily fiddly, the hidden door ‘buttons’ do have an anti-snag function that stops an opening door from slamming shut on venerable fingers.

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.

A five-year/unlimited kilometre warranty applies to the Mach-E, along with seven years of roadside assistance, activated annually if serviced at a Ford dealer.

Service intervals are every 12 months or 15,000km, whichever occurs first.

Prices for the 2026 facelift weren’t available at the time of publishing, but last year’s model alternated between costing $140 and $185 per service for the first 10 years. And the Mach-E can be maintained at any one of the 180-or-so Ford dealers network Australia-wide.

Ford says the EV Traction Battery is covered by an eight-year/160,000km warranty.