2017 Mazda CX-3 vs 2018

What's the difference?

It might be among the smallest of the growing mini-SUV crowd, but the CX-3 is a very strong contender. While the diesel edition might be priced close-ish to the petrol-powered Countryman and Q2, those cars can't match the Akari's safety package and overall feature set. The devil might be in the detail, but the CX-3 has a long spec list.

Unless you need the extra space of its rivals from Nissan and Honda, the CX-3 remains the best of the segment. The Akari might only make up one in 10 CX-3 sales, and the diesel a small chunk of that, but it's a terrific car. I'm just not entirely sure about the price...

With the obvious exception of Two and a Half Men, things are usually popular for reason, and that is they're good. And the CX-3 deserves to be duking it out for the top sales spots in the segment.
 
It's a city car, of course, and so it shines brightest in the urban jungle, but its stylish design and top-class safety offering are pretty sizeable selling points for Australias's city dwellers. 

While only two years old, the CX-3 is still fresh. It looks terrific on the road, hugging close to the deck, and the 18-inch wheels are attractive units. The LED lighting also distinguishes the Akari from lesser spec cars.

Inside, it's all very much a lift from the Mazda2 this car is based on, with the same excellent design of the interior to maximise what little space is available. The materials are all quite dark, with rich red flashes thrown in to help lift the mood a little. The leather-like material seems pretty hardy and the fake suede very comfortable and especially warm in winter, while not butt-searing in summer.

The CX-3 does also suffer the silly instrument pack from the 2, but it has been fixed up a bit with clearer dials. The head-up display is much better, too, with high-res graphics that are much easier on the eye.

The good news is, it still looks very good. But mostly because it hasn't really changed.

And that's no bad thing. In fact, we think it might be the best-looking option in its segment - something that has hurt its sales not at all - owing mostly to its swooping, perfectly-proportioned exterior that makes the CX-3 look both fashionable and fast.

Mazda’s littlest SUV is unashamedly built for the city, but the use of black body cladding lends a vague sense of ruggedness to its design, while the power-domed bonnet hints at sportiness - even if it never quite materialises from behind the wheel. 

Climb inside, and the CX-3’s interior is simple and unfussy, with a padded panel that runs the length of the dash breaking up the harder plastics. It's a clean and premium-feeling design, and only the materials in places would prevent it from looking at home on a far more expensive model.

The CX-3 is not the biggest car in the segment and that's reflected in the rear-seat space and the small boot. If you're over 152cm (five foot) you're in strife in the back, with further drama if you want a drink, because there's no armrest or cupholders. Or vents. Having said that, it's comfortable, and the cabin is small enough for the air-conditioning to quickly sort out the temperature. And there are bottle holders in the doors.

Front passengers enjoy the use of a pair of cupholders and bottle holders in the doors as well.

The boot is the smallest in class at 264 litres, which is just a bit more than the Mazda2 it's sitting on. There is a clever false floor for hiding valuables or expanding space and with the 60/40 split fold seats down, the boot expands to 1174 litres.

You can basically split the city-size SUV field into two categories: small and smaller. And the CX-3 falls into the latter category. The 4275mm long, 1765mm wide and 1550mm tall CX-3 is based on the Mazda2 city car, so while it might be the most stylish in its segment, it’s not the most practical. 

Life is good for front seat riders, though, where the cabin doesn’t feel tight at all. There are two cupholders on offer, along with two USB points and a 12V power source, and each of the front doors has room for bottles.

Things do get tighter in the backseat, where even a single (bulky) car seat can swallow up most of the available space - something I know from personal experience. Best stick to two grown-up passengers back there, too, as shoulder room feels much tighter than legroom.

Backseat riders are at the mercy of the driver and front passenger when it comes to entertainment or climate, with no USB outlets or air vents. But there are two ISOFIX attachment points, one in each window seat in the back. 

Boot space is a roadtrip-limiting 264 litres with the 60/40 split rear seats in place, but that number grows to a usable 1174 litres when they're folded flat.

CX-3 pricing kicks off with the Maxx from $22,890, but that money will buy you a manual transmission (which nobody wants). Instead, our automatic-equipped test car lists at $24,890 in front-wheel drive (FWD), and $26,890 for the all-wheel drive (AWD) version.

That money will secure you 16-inch alloy wheels, keyless entry (and push-button start) outside, while inside you'll find cloth seats, manual air-con, cruise control and sat nav, along with a leather-wrapped gear shift, handbrake and steering wheel - the latter with wheel-mounted controls.

Tech is covered by a 7.0-inch colour screen that pairs with a six-speaker stereo, and also arrives with internet radio apps - but no Apple CarPlay or Android Auto.

The Akari's diesel engine is Mazda's own 1.5-litre 'SkyActiv-D'. Available only with a six-speed automatic but with a choice of front- or AWD, the four-cylinder turbo unit delivers 77kW and a more impressive 270Nm (considerably more than the petrol).

The 2017 iteration of this engine has had a thorough re-working to improve responsiveness and refinement. Successfully, as it happens.

The CX-3 can tow 1200kg braked and 800kg unbraked.

The CX-3’s naturally aspirated 2.0-litre petrol engine produces 109kW at 6000rpm and 192Nm at 2800rpm - plenty in a car that weighs 1282kg - sending that power to the front wheels (though an AWD option is available) via a six-speed automatic transmission.

Mazda claims the diesel AWD returns 5.1L/100km, 0.3L/100km higher than the front-wheel drive. I got 5.9L/100km in a mix of high-speed highway running and bashing about in suburban and urban traffic; a pretty good effort.

Offical claimed fuel use is pegged at a frugal 6.1 litres per hundred kilometres on the combined cycle, with emissions a claimed 146g/km of C02. The CX-3’s 48-litre fuel tank will accept cheaper 91RON fuel, too.

As is Mazda's wont, the changes for 2017 are tweaks. The CX-3 was already a good machine, but had a couple of refinement issues, including road noise. In the case of the diesel, it was a bit clattery and not exactly the smoothest engine available.

Both of those have been attended to, which is pretty good going given the CX-3's relative youth. It's still not as quiet as a Nissan Qashqai, nor as stable on the rough stuff (the CX-3 makes do with cheaper torsion beam rear suspension) but it more than makes up for it with a tauter, more interesting chassis and better steering. The steering is further improved - although not as obviously as in the bigger 3 - with Mazda's 'G-Vectoring' tech, which helps the car feel more planted in the corners.

Part of the noise abatement is down to thicker glass and more under-carpet insulation, but the engine itself is far better than I remember. With a plucky 77kW, it's much more responsive to a floored throttle, but it's still no rocket off the line. 

The 270Nm of torque makes it a very relaxed highway cruiser, sailing along in sixth gear, barely above idle, and overtaking is as impressive as ever.

The bottom line is, it's still plenty of fun and will compare well with more expensive European rivals while showing most of its Japanese competition the way.

The great white shark has evolved over millions of years to become the perfect apex predator, perched at the very top of its food chain. Just so long as you keep it in the ocean. Drop one in the Serengeti, for example, and things aren't looking quite so rosy for old Jaws.

And it’s the same with Mazda’s little CX-3, only in fast-forward. The city SUV segment has only had the a handful years to complete the evolution process, but its been every bit as effective. Keep the CX-3 in its natural, urban habitat and it feels positively meant to be. 

The engine feels perky and smooth if you use gentle inputs, the steering is light and direct, and its diminutive dimensions make it an absolute doddle to park just about anywhere.

Vision from up front is great, and it’s a mostly quiet and smooth drive across the city’s blacktop.

Vision from up front is great, and it’s a mostly quiet and smooth drive across the city’s blacktop. It shines on twisting roads, too, where the firm-ish suspension inspires confidence, and the smooth surge of the naturally aspirated engine shifts the little CX-3 in and out of corners with ease.

But venture outside the city walls and it feels out of its depth. This is not designed as a long-distance cruiser. For one, the engine can get a little loud and unrefined when you really plant your foot, and with the rear seats in place, the boot is really only big enough for a pair of soft bags - big, hard suitcases need not apply. Road noise, too, creeps in at freeway speeds. Like a shark in the Serengeti, then.

But it should surprise nobody that CX-3 shines brightest in town. And if you’re city-dweller, the CX-3 is a popular choice for a reason.

It's hard to fault the safety package on the CX-3 Maxx, which is overflowing for a car at the price point.

Expect six airbags (dual front, front-sides and curtain), which are joined by rear parking sensors, a reversing camera and a clever AEB system that works in forward and reverse. 

Blind-spot monitoring and rear cross-traffic alert round out the standard safety list, helping earn the CX-3 the maximum five-star ANCAP safety rating when crash tested in 2015.

The CX-3 is offered with Mazda's three-year/100,000km warranty package with optional roadside assist at $68.10 per year.

Service pricing is capped and you're expected to visit every 12 months or 10,000km.

Mazda has not followed the long-warranty lead of Hyundai, Kia and others, instead offering a three-year/unlimited km warranty. The CX-3 will require a trip to the service centre every 12 months or 10,000km - a trip that should be made less painful thanks to capped-price servicing, with service pricing listed on Mazda's website.