2022 Mazda MX-5 vs 2024 Mazda 3

What's the difference?

Well, Mazda has gone and done it again – it's managed to make the MX-5 even better.

It's easy to be cynical about the real-world impact of Kinetic Posture Control, but it does actually make a meaningful difference, building upon an already class-leading drive experience.

Needless to say, if you're in the market for a new mainstream sports car, the MX-5 is still the default option. I'll take a manual RF GT, thanks.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

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.

I'll be honest, when the ND MX-5 was unveiled, I did not love it. In fact, I had question marks over whether it had an angle that looked good. But over time, I've realised that it was me who was off the mark.

Yep, the fourth-generation model's exterior design is ageing gracefully, with those pinched headlights and that gaping grille looking fabulous. And the front end is made  stronger by the pronounced fenders, a design flourish also seen at the rear.

Speaking of the back end, it's still not my favourite angle, but  the correct paintwork selection can make it pop in all the right ways. Yes, those wedge-circle-combination tail-lights are not for everyone, but they are an undeniable signature.

As mentioned, the MX-5 range is available in two body-styles: the traditional, manually operated soft-top Roadster and the more modern power-operated hardtop RF. Of course, the former is quicker to use, while the latter is more secure.

Either way, the ND is starting to show its age inside, where its basic design (including physical climate controls) is headlined by a ‘floating' 7.0-inch central touchscreen – which can be operated via a rotary controller – and a small, multifunction display next to the traditional tachometer and speedometer.

Again, there's not a lot to it, but leather upholstery adorns the steering wheel, gear selector, manual handbrake and dashboard insert, and there are body-colour accents on the door shoulders. The GT and GT RS also get cow hide on the seats, and that's your lot. I must admit, I actually love the ‘back to basics' interior approach.

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…

Measuring 3915mm long (with a 2310mm wheelbase), 1735mm wide and 1230-1235mm tall, the MX-5 is a petite sports car, so needless to say, practicality is not one of its strengths.

For example, the Roadster version's boot has a tiny cargo capacity of 130L, while its RF sibling has 127L. Either way, once you put two soft bags or a small suitcase in it, there's not much room left. And let's not forget the very tall load lip that you need to contend with.

The MX-5 doesn't exactly offer more inside, as the central storage bin is puny, and the glovebox is basically non-existent, alongside tiny door bins. Aside from the decently sized ‘ski port', it's not great news for in-cabin storage.

That said, two removable but shallow cupholders are located between the seats, but they're propped by flimsy arms, which can cause anxiety, especially with hot coffees and the like.

Connectivity-wise, there's a single USB-A port and one 12V power outlet – that's it. Both are found in the centre stack, near a cubby that's appropriate for smartphones.

It's  worth mentioning the MX-5 doesn't have anchorage points for child seats, be they top-tether or ISOFIX, so it's a sports car for adults – obviously.

For that reason, you expect some shortcomings on the practicality front, and these ones are not dealbreakers when driving alone.

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…

Prior to MY22, the Roadster's entry-level grade was motivated by a delightful 1.5-litre naturally aspirated petrol four-cylinder engine that produced a modest 97kW of power at 7000rpm and 152Nm of torque at 4500rpm – but that option is no more, due to slow sales.

That's right; pour one out for the enthusiasts, as all MX-5 variants now use the familiar 2.0-litre unit that develops a more formidable 135kW at 7000rpm and 205Nm at 4000rpm.

That said, drive is still sent to the rear wheels via a six-speed manual with a rear limited-slip differential, or a six-speed torque-converter automatic with paddle-shifters. However, the GT RS is the only grade that exclusively comes with the former.

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.

The MX-5's fuel consumption on the combined-cycle test (ADR 81/02) varies from variant to variant, with manual Roadsters managing 6.8L/100km, while their automatic counterparts require 7.0L/100km. Three-pedal RFs need 6.9L/100km, while two-pedal versions drink 7.2L/100km.

That's a strong set of claims for a sports car, and while I wasn't able to get a real-world result for the MY22 version due to the nature of its launch program, my previous experience with a MY21 manual Roadster saw an average around its claim, which is impressive stuff.

For reference, the MX-5 has a 45L fuel tank that takes more expensive 95 RON premium petrol at minimum, with claimed driving range, therefore, in the 625-662km region.

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.

Let's get straight to the elephant in the room: Kinetic Posture Control. What is KPC? Well, put simply, it uses its electronic smarts to apply brake pressure to the inside rear wheel – when necessary – while cornering, all in the name of improved body control.

So, does KPC actually make a meaningful difference? We tested MY22 MX-5s back-to-back with MY21 versions on-track and on-road to find out, and the short answer is yes.

The GT RS makes better use of KPC due to its sporty chassis upgrades, delivering a more confident drive when cornering hard, but the softer unnamed entry-level grade and GT still benefit from its influence.

Either way, the upshot is how these upgrades make the MX-5 even flatter through the corners. It almost doesn't matter how hard you turn in; it will remain relatively locked down. And given the already graceful way in which it pivots, there are next to no handling issues.

Otherwise, this is the same MX-5 we've come to know and love, which is great news for drivers that, you know, like to drive.

The electric power steering defies convention with its well-judged weighting and high level of feel. It's not the hydraulic system of previous generation, but it's great in its own right.

And the MX-5's suspension set-up (double-wishbone front and multi-link rear axles) still delivers a ride that's not for everyone, especially the jittery GT RS that, again, has Bilstein gas-pressurised dampers and a solid alloy strut tower brace.

The 2.0-litre naturally aspirated four-cylinder engine is still very enjoyable, with its free-revving nature egging the driver on to push towards the redline with every upshift, and with peak power (135kW) produced at a scintillating 7000rpm, you feel obliged to.

This unit is naturally short on torque, particularly down low, and its maximum (205Nm) is developed at 4000rpm, so the driver has to work the right pedal hard, which they'll be willing to do because of the fun factor.

Of course, the key to this memorable experience is the six-speed manual. It ticks nearly all the boxes with its perfectly weighted clutch, short throw and well-judged ratios.

The six-speed torque-converter automatic also does the trick with its smooth shifts, but it doesn't seem that keen to hit the redline, even when the Sport drive mode is engaged and the accelerator pedal is buried. I would pick the three-pedal set-up without hesitation.

Critically, braking performance is strong alongside pedal feel, but the GT RS makes both better with its aforementioned Brembo  brakes package.

Now, it'd be remiss of me to not touch on the MX-5's noise levels, as it's not the most peaceful sports car on the market. Naturally, the Roadster is the most disruptive body-style, with the RF providing better insulation. Keep that in mind if it's important to you.

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.

Like all Mazda Australia models, the MX-5 comes with a five-year/unlimited-kilometre warranty and five years of roadside assistance, both of which are average when compared to Kia's market-leading seven-year terms with ‘no strings attached'.

Service intervals for the MX-5 are 12 months or 10,000km (whichever comes first), with the distance on the shorter side. But capped-price servicing is available for the first five visits, costing $1755 in total, or an average of $351, which is not too bad.

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.