2021 Mazda CX-3 vs Mazda CX-30

What's the difference?

The Mazda CX-3 Maxx Sport FWD is an excellent car for the city, thanks to its small size, ease of driving and safety tech. New additions for the 2021 update, such as Apple CarPlay and Android Auto, will also help drivers keep their eyes on the road and hands off their phones.

The petrol engine is thirsty and in 2021 it’s disappointing that there isn’t a hybrid or EV version of the CX-3.

Other downsides include limited interior space and a small boot.

While not perfect, there’s no doubting the CX-30 is one hell of a debut small SUV, but the variant chosen is very important.

As we found out, the mostly well-specified G20 Touring FWD is agonisingly close to being the best, with it ultimately falling short due its underpowered engine.

That said, for those that rarely find themselves on freeways and country roads, the G20 Touring FWD can and will get the job done. For everyone else, though, the G25 Touring FWD calls strongly.

Either way, so long as practicality isn’t a priority, it’s hard not to be impressed by the CX-30.

The CX-3 is smaller than small, it’s tiny or ‘light’ as it’s officially categorised by the car industry. This could be ideal if you live in the city and need a car that will fit into tight spaces and be easy to pilot around car parks and narrow streets.

I know it seems like an obvious thing to say, but keep in mind that tiny cars tend to have not much space inside – you can read about that in the practicality section below.

For now, let’s look at the dimensions. The CX-3 is 4275mm long, 1765mm wide and 1535mm tall. 

So, we’ve established that the CX-3 is little, but it doesn’t look cheap or flimsy. If anything, the CX-3, as with all Mazdas, looks well-made and has a premium feel to its styling inside and out.

There’s the long bonnet, which stretches down to meet the wide Mazda grille, while in profile the CX-3 looks sporty and coupe-like, particularly the way the window line lifts as though being pushed upwards by the rear wheel arches, which gives it athletic haunches.

The back of the CX-3 ends as abruptly as it starts – compact, cute, and refined.

Refined is the word. The exterior looks classy and so does the interior, even in this Maxx Sport, which sits just above the entry-grade Neo Sport (so it’s still quite low in the CX-3 range).

Really the only way to tell the difference between the Maxx Sport and Neo Sport is the wheels. The Maxx Sport has alloys while the Neo Sport has steel wheels with hub caps. It’s not until you climb to the midpoint of the range; the S Touring, that chrome-looking trims are added to the side sills, but hey, you could put some on yourself if you’re that keen.

The cabin is stylish and simply laid out, with dark and high-quality materials, such as the leather wrapped steering wheel, contributing to a premium look and feel.

This CX-3 is more comfy to sit in than the previous one, and that’s because, as part of the January 2021 update, new seats have been fitted. They look a tad too large for the tiny interior but, as you’ll see in the practicality section, I don’t have a problem with that.

In a highly competitive segment, the CX-30 is one slick-looking small SUV. In fact, depending on your opinion, it could be the most attractive of all.

Up front, the CX-30 is unmistakably a Mazda, with the lower edge of its large grille trimmed in chrome, which also props up the slim LED headlights that the G20 Touring FWD unfortunately pairs with halogen daytime running lights.

Around the side the G20 Touring FWD rolls on a nice set of 18-inch alloy wheels, which are wrapped in 215/55 tyres. The fastback style of the CX-30 is also most apparent here, with its roofline quickly tailing off.

At the rear, the G20 Touring FWD’s signature LED tail-lights are prominent, positioned up high on the chunky tailgate, while a rear spoiler adds some sportiness, as do its dual exhaust tailpipes.

Of course, we’re yet to acknowledge the elephant in the room: the CX-30’s love for black plastic cladding. It lays it on thick all the way around to make it obvious that it’s a crossover. Call us crazy, but I think it works in this instance, even if I'm in the minority.

Inside, the CX-30’s two-tone look could be just as divisive, depending on your feelings toward brown, which contrasts with the black (or optional white) leather-accented upholstery and soft-touch and hard plastics in the G20 Touring FWD.

If you ask me, the brown isn’t as jarring as the blue in the CX-30’s entry-level Pure and Evolve grades, but it’s the overall high quality of its interior that should be getting all of the attention.

The switchgear feels superb, and the steering wheel’s stalks are beautifully damped. Better yet, the steering wheel and armrests across both rows are generously padded. We could go on and on about how luxurious all of the little things feel.

Anyway, a 7.0-inch multifunction display is also a welcome inclusion, with it positioned between a traditional tachometer and speedometer, although its functionality is rather limited when to compared to most digital instrument clusters.

Then there’s the ‘floating’ 8.8-inch display to the left. It’s powered by Mazda’s latest multimedia system, coming complete with a sharp set of graphics - but it's not a touchscreen.

Yep, Mazda has doubled down on the rotary controller (with shortcut buttons) that it previously exclusively championed. While somewhat controversial, it’s the right move from a safety perspective, so too is the persistence with a row of physical climate controls.

What I'm not so sure about, though, is the widescreen format of the central panel it operates, with it looking particularly skinny when using the G20 Touring FWD’s in-built satellite navigation or smartphone mirroring (wired Apple CarPlay and Android Auto).

Similarly, the G20 Touring FWD’s windshield-projected head-up display is too small to be completely legible, which is frustrating because it is otherwise well positioned.

Oh, it’s small inside. I mean, up front is fine, even for me at 191cm tall and a two-metre wingspan, and the new seats, which are bigger and wider, are so much better than the narrower ones in the previous version.

But think of the CX-3 as a two seater with three seats in the back for a rainy day – literally a rainy day, when it’s pouring so hard that you can’t let your friends walk home. Also, if you’re thinking about buying the CX-3 as an Uber I’m warning you now, I will cancel the trip before you arrive because sitting in the back for me is painful, given the limited rear legroom and my almost unlimited legs.

A test that almost broke both my will to live was a trip to the Royal Easter Show with my wife, our six year old and my parents. No, we didn’t all try to fit into the CX-3, that would have been be silly. Instead, we did something else silly and took two cars, with me picking up my parents in the CX-3. Thing is, Dad had to sit in the front because he’s fallen off too many motorbikes, so Mum sat in the back behind me, but her ancestors were Vikings, so she’s tall, with red hair, and yells a lot.

Anyway, with her sitting behind me her knees were in my back. It wasn’t pleasant, I felt like we were in a clown car and we spent most of the time in traffic at a standstill, complaining.  

So, if you’re going to be using the CX-3 regularly with adults in the back or tall kids, then it’s not going to work out well. Or just don’t go to the Easter Show. Ok, enough over-sharing.

Still there are two cupholders up front and a clever centre-console storage bin, which isn’t completely covered, great door pockets in the front and decent-sized ones in the rear.

There’s no wireless phone charging and one USB port in the dash.

The CX-3’s boot cargo capacity is small for the class, at 264 litres. That’s not big enough to fit the CarsGuide pram or my mother, but the large suitcase we use for testing will go in. If you have kids, and I know from experience, you’ll be asking too much from the CX-3’s boot to fit all of their stuff all of the time. So, if you will be using the boot to carry a lot, then the slightly larger Mazda CX-30 is a better choice.   

I live in the city, or eight kilometres from the CBD, and I can tell you that urban folk have kids and heaps of stuff, too. The CX-3 seems to be designed for people without kids or stuff.

Measuring 4395mm long (with a 2655mm wheelbase), 1795mm wide and 1540mm tall, the CX-30 is on the larger side for a small SUV, but that doesn’t translate across to practicality too well.

For example, cargo capacity isn’t amazing, at 317 litres (VDA), although storage space can be increased to an undisclosed amount by stowing the 60/40 split-fold rear bench, an action that can be performed via the boot with its manual release latches.

The boot itself is quite useful, though, with only a small load lip and floor hump (when the second row is stowed) to contend with, while the aperture is square and four tie-down points but no bag hooks are on hand to secure loose items.

The non-retractable parcel shelf can be removed, but it can’t be stored unfloor, with the space-saver spare wheel and tyre instead occupying that area alongside some related tools.

The G20 Touring FWD is also fairly average in the second row. While two inches of legroom are available behind my 184cm driving position alongside an inch of headroom, it doesn’t tick all of the boxes.

The rear bench isn’t particularly wide, so while three adults can sit on it during shorter journeys, they won’t want to be there on a road trip, particularly with the tall transmission tunnel taking up precious foot space.

Second-row amenities are also lacking, with no connectivity/charging on offer whatsoever and only one map pocket available. Yep, you get directional air vents, a fold-down armrest with two cupholders… and that’s it. Well, the door bins can also each accommodate a regular bottle.

For reference, there are three top-tether and two ISOFIX anchorage points on hand for fitting child seats, but it’s best to test yours before committing, because the fit could prove challenging.

Thankfully, things get a lot better in the front row, where the larger central bin features a USB-A port and a 12V power outlet, while another USB-A port is integrated into the centre stack.

Below it is a small open cubby, in front of which is pair of cupholders concealed by a sliding lid. Then there is the respectably sized glovebox, overhead sunglasses holder and tiny pull-out compartment on the driver’s side. And the door bins can take a large bottle apiece.

Priced from $34,990 plus on-road costs (MSRP), the G20 FWD is the most affordable variant of the Touring grade, which is positioned between the mid-range Evolve and flagship Astina grades in the CX-30 range.

Standard equipment not already mentioned in the G20 Touring FWD includes dusk-sensing lights, rain-sensing wipers, auto-folding side mirrors with heating, keyless entry and start, digital radio, an eight-speaker sound system, dual-zone climate control and an auto-dimming rearview mirror.

Aside from one other that we’ll get to later, the only option here is paintwork (our test vehicle was finished in stunning Soul Red Crystal metallic, which costs $495 extra), so you get a comprehensive set of features for your money, even if a wireless smartphone charger is missing.

The G20 Touring FWD has many rivals, with its key ones being the MG ZST Essence ($31,490), Hyundai Kona Elite ($31,600) and Volkswagen T-Roc 110TSI Style ($33,990).

The same 2.0-litre four-cylinder petrol engine is in all CX-3s and it makes 110kW/195Nm.

It’s a pretty big engine for a tiny car and those output figures are nothing to laugh at. I’ve driven larger SUVs with less grunt.

The transmission is a six-speed auto, which is becoming rarer these days as many car makers switch to CVTs or dual-clutch autos. The benefit of a regular auto like the one in the CX-3 is smother low speed driving. The negatives? Slower gear changes and higher fuel economy.

The Maxx Sport I tested was the front-wheel-drive version. There’s an all-wheel drive, too, but it’s not at all vital in the city.

The G20 Touring FWD is powered by a 2.0-litre naturally aspirated four-cylinder petrol engine that produces 114kW of power at 6000rpm and 200Nm of torque at 4000rpm.

This unit is mated to a six-speed torque-converter automatic transmission with paddle-shifters as standard (there’s no manual option here), with drive sent to the front wheels (2WD).

A G25 Touring FWD is available for $1500 extra, with it upgrading to a 139kW/252Nm 2.5-litre unit, while a G25 Touring AWD with all-wheel drive can be had for a further $2000.

You’d think a tiny car’s fuel economy would be really good, but the CX-3 is thirstier than you might expect.

Mazda says that the CX-3’s mileage on a combination of open and urban roads is 6.3L/100km. City-only driving will use more fuel and Mazda says the urban fuel economy is 7.7L/100km, which is close to the 7.9L/100km the trip computer was reporting back to me after a week together.

The G20 Touring FWD’s fuel consumption on the combined-cycle test (ADR 81/02) is 6.5L/100km, while its carbon dioxide (CO2) emissions are 152g/km. Both claims are pretty good for a small SUV.

But in the real world, we averaged 7.5L/100km over 574km of driving, which was heavily skewed towards highways over city roads.

Keeping that mix in mind, that’s an underwhelming result when compared to the aforementioned claim. It just goes to show how hard the G20 Touring FWD has to be worked.

For reference, the G20 Touring FWD’s 51L fuel tank takes more affordable 91RON petrol at minimum.

The CX-3 is easy and fun to drive. This is thanks to an engine that has plenty of grunt, a torque-convertor transmission, which sends that drive well to the front wheels, good body control and dynamics, plus a fairly comfy ride.

Yes, the wing mirrors seems to be overly magnified, and the reversing camera’s picture isn’t great, but these are minor issues when weighed up with the upsides to the driving experience.

The CX-3’s tiny size makes it ideal for fitting into parking spots many cars can’t, piloting through laneways and conquering other urban challenges.

As far as city-focused small SUVs go, the G20 Touring FWD is a winner, but that’s not to say it’s without its faults.

Firstly, the 2.0-litre naturally aspirated four-cylinder petrol engine is well suited to the urban jungle, where driving is slower, such is its character. After all, it sprints from a standstill to 100km/h in a claimed 10.2 seconds…

So, find yourself merging onto a freeway or ploughing along a country road and it quickly becomes apparent how lethargic the little unit really is. Without a turbocharger to provide low-end torque, it needs revs and plenty of them.

For much more palatable acceleration, it’s hard to go past the aforementioned G25 Touring FWD for an extra $1500. Previous experience has shown its 22 and 26 per cent increase in maximum power and torque respectively is very much appreciated.

Either way, the six-speed torque-converter automatic transmission on hand does the job well, with it offering up smooth if not quick gear changes, while it is responsive to throttle inputs when needed. The Sport mode’s higher shift points aren’t ever really needed, then.

Where the G20 Touring FWD – or any other CX-30 variant for that matter – really excels is on the ride and handling fronts.

When it comes to the former, the G20 Touring FWD’s suspension puts in a strong effort, which is good news considering it pairs MacPherson struts up front with a less sophisticated torsion beam at the rear.

While not independent, this set-up deals with most road imperfections with confidence, with only continuously broken surfaces managing to unsettle it, but even so, it’s still more than comfortable.

Better yet, the G20 Touring FWD loves to corner more than most crossovers. Naturally, a higher centre of gravity than the CX-30’s Mazda3 sibling does contribute towards more body roll, but overall control is still strong.

Go hard and the G20 Touring FWD’s 1442kg kerb weight will start to push against it, but the ensuing understeer is never prominent. Indeed, twisty roads can be approached with conviction, should you be in the mood.

And part of the reason why the G20 Touring FWD is enjoyable to drive is its electric power steering, which is well-weighted at higher speeds, not to mention nice and direct.

That said, the system is arguably a touch too heavy at low speed, which makes common manoeuvres like U-turns and parking more challenging. But either way, feedback is solid thanks to the communicative chassis.

ANCAP awarded the entire CX-30 range its maximum five-star safety rating in February 2020.

Advanced driver-assist systems in the G20 Touring FWD extend to front and rear autonomous emergency braking, lane-keep assist, adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, traffic sign recognition, high-beam assist, driver attention alert, a reversing camera and front rear parking sensors.

Steering assist, front cross-traffic alert, driver monitoring and surround-view cameras are also included… so long as the $1300 Vision Technology package is optioned. For reference, it wasn’t fitted to our test vehicle.

Two of the active safety features aren’t as good as they should be, with lane-keep assist more reactive than proactive and adaptive cruise control not at all smooth when automatically slowing. Of note, park assist (semi autonomous parking) is neither standard nor optional, but we digress.

Other standard safety equipment includes seven airbags (dual front, front-side and curtain plus driver’s knee) and the usual electronic stability and traction control systems, among others.

The CX-3 is covered by Mazda’s five-year/unlimited-kilometre warranty. Servicing is recommended annually or every 10,000km, with the first service capped at $331, then $391, then back to $331, alternating like that all the way through to the fifth.

Every new Mazda is also covered by five years roadside assistance if you ever get a flat battery, run out of fuel, get a flat tyre, lock your keys in the car, or accidentally get married. Ok, maybe not the last one.

As with all Mazda models, the CX-30 comes with a five-year/unlimited-kilometre warranty with five years of roadside assistance, both of which are average when compared to Kia’s market-leading seven-year terms with ‘no strings attached’.

The G20 Touring FWD’s service intervals are on the short side when it comes to distance, at every year or 10,000km, whichever comes first. That said, capped-price servicing is available for the first five visits, costing $1836 in total at minimum, which is fairly reasonable.