Mazda CX-3 vs Mazda 3

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 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.

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.

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…

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.

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…

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…

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.

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.

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.

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.

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.

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.

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.

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.

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.