Mazda Reviews

The Mazda CX-6e range opens with the GT, which lists at $53,990 before on-road costs, and is — in our opinion — the pick of the two-grade line-up. That’s because, aside from bigger alloys and annoying digital wing mirrors, it gets the same and pretty generous equipment as the flagship Azami. That includes things like: 19-inch alloys LED lights Panoramic glass roof Black Maztech trim Heated and ventilated front seats A massive 26.45-inch multimedia screen Head-up display Wireless Apple CarPlay and Android Auto 21-speaker stereo There’s a single motor at the rear axle, making 190kW and 290Nm, while its 78kWh LFP battery, producing a WLTP driving range of up to 484kms.

The CX-6e is the second model to arrive in the Mazda's recent EV push, and it gives the brand a model to go head to head with top-selling EVs like the Tesla Model Y and the Zeekr 7X. And, like both those rivals, the CX-6e is produced in China, through Mazda's partnership with Changan. We put it to the test at is Australian launch to see how it measures up.

In just a couple of years, it will have been a decade since the current Mazda 3 made its debut. In that time, it’s outlived many a rival to remain one of just a couple of traditional hatchbacks on sale alongside the ever-present Toyota Corolla, Honda Civic and, if you count it as a Cerato successor, the Kia K4.  But how does the 2026 Mazda 3 feel in a new car market that looks very different to the late 2010s when it was just a pup?  Refreshingly simple and tactile is the quick answer to that question. But let’s get into why. The specific variant on test here is the Touring hatch, which is the top-spec as far as grades with the smaller 2.0-litre four-cylinder engine go.  It starts from $35,410, before on-road costs, and can be had with the brand’s Vision package for an extra $2000 to add surround-view parking cameras, front cross-traffic alert and driver monitoring as well as traffic support (lane and speed assist) and front parking sensors. It’s worth adding, in my view. The Touring also scores: Leather upholstery  Electric front seats Wireless Android Auto and Apple CarPlay Wireless phone charging  Keyless entry and push-button start Dual-zone climate control Two USB-C ports 10.25-inch multimedia touchscreen Multimedia control wheel 7.0-inch TFT driver display Digital radio Satellite navigation Paddle gear shifters Back to the engine, the 114kW/200Nm 2.0-litre petrol unit falls short on paper compared with the 2.5-litre engine also available (with 139kW/252Nm), but the Touring’s outputs are adequate for a front-wheel drive hatchback. Its 5.9L/100km fuel consumption figure is where some might have doubts over the Mazda 3’s suitability, especially when real-world driving returns a figure in the mid 7.0-litre region, but its lack of a hybrid option means it falls behind its contemporaries regardless of opinion. Still, its six-speed automatic torque-converter transmission is smooth and makes decent use of the modest four-pot. The real treat from behind the wheel is the steering and its ride, though. The Mazda 3 is almost a dynamic benchmark in terms of elevating a capable hatchback into one that’s fun to drive without the assistance of more power. The 3’s steering is direct and weighted just right to be engaging without being tiring, and there’s a level of communication from the front wheels during dynamic driving that you won’t find in a lot of new small cars. While the engine can seem like it’s working hard at times, if you value a car with direct feedback and confidence-inspiring handling, the Mazda 3 will keep you happy. Stepping up to a G25 with the larger engine isn’t a bad move, though. The seating position, control placement and general ergonomics of the cabin make doing anything on the move a breeze, especially the scroll wheel that operates the multimedia screen. It’s on the way out in the next generation if the new Mazda CX-5 is anything to go by, which is a shame. It means not needing to lean and use the Mazda 3’s touchscreen on the move and allows you to navigate both its (ageing but easy) native software or a phone mirroring system. Similarly, the driver display is visually getting on in years, but it’s elegant and shows you what you need to know. It’s also housed in a perfectly shaped binnacle for looking at through the top of the steering wheel. It’s one of the little things that make the interior of the Mazda 3 as impressive as the exterior when it comes to design. The sleek interior manages to blend minimalism and function without sacrificing buttons, a lazy cost-cutting move many manufacturers (including Mazda in its newer models) have started leaning on. Climate controls and a few shortcut buttons around the multimedia control wheel, not to mention the traditional gear shifter, all blend nicely into an interior that rivals (and in some cases bests) the interior design of some highly-regarded European brands. Its gorgeous exterior design does have a downside, though - the boot is relatively small and the rear seat feels tight for adults, plus there’s not a lot of light and the thick C-pillars result in a rather large blind-spot. There are a couple of things to consider if a Mazda 3 is on your list, starting with its safety credentials. Because the current generation was tested in 2019, its maximum five-star rating has expired and it’s unclear how the car would perform against current testing procedures. Mazda has updated the safety kit for the 3 in that time, with some ADAS (Advanced Driver Assistance System) features and seven airbags working to keep occupants safe, the tech is ageing and the 3 is missing a front-centre airbag that can be important in side impacts. The Mazda 3 is covered by the brand’s five-year/unlimited kilometre warranty, which is starting to lag behind other mainstream brands, while servicing averages $475 for the first seven years (subject to change), every 12 months or 15,000km. Mazda also offers five years of roadside assist.

Everybody remembers the Mazda RX-7. With its sexy looks and turbine-smooth rotary engine, it (and the rotary Mazdas that went before it) has a cult following. But what about the RX-8? With its somewhat odd looks and layout (including small, reverse-opening rear doors) even a newer version of the rotary engine couldn’t really save it from obscurity. Relative to the RX-7, anyway. It’s hard to know, therefore, whether to categorise the RX-8 as a two or four-door and that’s a pretty good metaphor for the whole thing; people didn’t understand it then and have largely forgotten about it now. As a used-car, what the RX-8 mostly has to offer is a point of difference. That little rotary engine will spin happily from one end of the tachometer to the other and it’s an engaging car to drive provided you can live with a manual gearbox. In automatic form, the car lost power and was overall a bit dull. Beyond that, it’s another Japanese coupe that is now definitely middle-aged and potentially well past its best. Which means the purchase of a used one requires much skill and judgment. The RX-8 is known internally as the FE model. The RX-8’s biggest selling point (then and now) is its rotary engine. Unlike conventional engines with pistons moving up and down, the rotary uses rotating segments that make for supremely smooth operation and brilliant power relative to its capacity. If that floats your boat, the Mazda will appeal. But if you’re looking for the sort of style for which Japanese coupes are famous, then the odd looks of the RX-8 might be a disappointment. And even though the turbocharged rotary engine has earned a reputation as a giant-killer in performance terms, in the heavier RX-8 with its non-turbocharged engine, it’s not a remarkable performer at all. Entertaining, sure, but fast? No. Like all rotary-powered Mazdas, there’s a huge question mark over the long-term reliability, particularly under the bonnet. The rest of the package is less problematic, but a trashed engine in an RX-8 could easily cost more than the car is actually worth. While technically interesting and great fun to thrash along, the Mazda’s rotary engine can be a bit fragile. It requires very specific oil (some of which will be consumed in normal operation) and can wear very quickly, especially if it’s been driven hard or suffered maintenance neglect. Wear will show up as a loss of engine compression, so a compression test should be part of any pre-purchase inspection. Internal seals can wear and fail at which point the engine can be very difficult to start. Owners have also found out the hard way that the rotary engine (even in good condition) doesn’t like to be switched off until it has warmed up. If it has been switched off before attaining operating temperature, raw fuel can flood the engine, breaking the seal between the metal parts and causing a loss of compression and hard starting. It’s important to determine what’s causing any loss of compression, but in reality, every RX-8 engine needs to be approached with caution. The RX-8 also attracted a type of buyer who was keen to extract every ounce of performance out of the car. As such, crash damage is a real possibility. Check for any mis-match between panel colours and make sure all the panel gaps are straight and uniform. Take a close look underneath for evidence of damage and be very wary of any modified example. Many owners extracted huge power by modifying these engines, but the end result was often a hand grenade missing its pin. The RX-8 can also be hard on clutches, so make sure there’s no shuddering or slipping from the clutch when taking off. A full and up to date service record is an absolute must with a Mazda RX-8 and any modifications to the driveline must be checked closely. Beyond that, be sure to check that all the electrical gear works properly, including the air-conditioning as these units were a bit problematic back in the day and won’t be any better two decades on. Early build (2003 to 2005) RX-8s were recalled to check for a flawed front control arm that could crack, leading to a loss of steering and control. Apparently, a manufacturing flaw was to blame, but it definitely needs to have been examined back in the day. A Mazda dealer should be able to identify affected cars and whether they’ve been checked. Other recalls included potential fuel leaks, electrical problems, and, of course, the dreaded Takata airbag fiasco which saw the RX-8 recalled no less than three times. For more details on these recalls, you can check out: https://www.vehiclerecalls.gov.au/. The RX-8 to avoid is not determined by a production date, but rather by the transmission fitted. To make the revvy rotary engine work with an automatic transmission, Mazda detuned the engine for that version to make slightly more torque but a lot less horsepower. So, instead of 177kW, the automatic RX-8 delivered just 141kW, and the transmission itself is an old-fashioned four-speed unit. Aside from anything else, the idea of an automatic transmission behind such a rorty, zingy little engine is missing the point entirely. This is a real crap-shoot because, depending on how a particular car has been serviced and driven, the rotary engine can last 200,000km, or it could be dead inside 80,000km. The problem there is that you can’t always be sure of a car’s history when it’s a 20-year-old used car. Many RX-8s still getting around are on their second or even third engine, so a car’s history is absolutely vital in this case. You can safely ignore trim levels, because with this car, it all comes down to performance levels. If you’re buying a manual RX-8, then the first generation cars between 2003 and 2008 are the ones to look for. That’s because the facelift in 2008 brought with it a reduction in performance to 170kW in the six-speed manual variant. But, if it’s an automatic you need, then the post-facelift car is the way to go. That replaced the original RX-8’s 141kW with 158kW and the tired old four-speed auto with a much more suitable six-speed unit. We’d still always buy the manual RX-8, however. Prices for relatively high-mileage RX-8s start in the very low teens or even a bit less. The best standard cars can cost closer to $30,000 or even $40,000 depending on mileage and condition. It’s worth noting that, unlike most cars, a modified RX-8 is not always a cheaper alternative to a stock standard example. But be aware that engine mods are fraught with danger and will only be as good as the mechanic who did them. Although the rotary engine in the RX-8 was not identical to rotaries that went before it, it still falls within the scope of the enormous aftermarket this engine has spawned. There’s a universe of replacement and go-fast bits and pieces for the Mazda rotary. On the other hand, the RX-8’s body panels were unique to what was effectively a pretty niche model. So, some trim items and body panels might be getting a bit harder to find. A local race series for the RX-8 probably consumed its share of spare body panels, too. Mazda Australia sold about 6500 RX-8s across the model’s lifespan here. That means there aren’t exactly hundreds of them for sale at any given time and you may have to be patient to find the right one. Again, that local race series for RX-8 will have thinned the ranks of survivors.

Mazda hasn’t forgotten the little things. Most carmakers are moving away from little hatchbacks as sales dwindle as buyers jump into SUVs instead. Mazda has stayed true to its roots by refreshing its ageing Mazda2 instead of tossing it into the too hard basket, giving new and urban drivers a quality choice of wheels. The 2 is no longer the sub-$20,000 proposition it once was with the base Evolve grade tested here starting at $27,290 (before on-road costs). The better-equipped GT grade adds $1200 to the price, and you can get the GT in sedan form for the same price. That makes it about $2000 cheaper than the most affordable Toyota Yaris, which has the added benefit of hybrid power, and about $3000 thriftier than the Volkswagen Polo. A new wave of Chinese machines undercut it, with the MG3 about $7000 cheaper, while even BYD’s electric Atto 1 costs about $5000 less. Relying on purely petrol power the Mazda2 shows its age without any form of electrification in an era when hybrid is king and electric is the wannabe usurper. It uses a 1.5-litre naturally aspirated four-cylinder engine that makes 81kW and 142Nm, matched to a conventional six-speed automatic transmission that drives the front wheels. Mazda claims it drinks just 5.0 litres of the cheapest petrol per 100km. Rival hybrids slash at least 1.0L/100km off that figure and deliver more zip from the petrol-electric combo. The 2 is a handsome machine, and has its competitors beat for design. It wears Mazda’s trademark features with an elegance long gone from small cars. Buyers can expect 16-inch black alloy wheels, LED headlights with auto on and off feature, auto folding black side mirrors, chrome exhaust and a little body coloured garnish in the front grille. Step inside and you’re greeted by a cabin that hasn’t been corrupted by modern distractions. A 7.0-inch multimedia display is small by modern standards, but that’s probably a good thing for young drivers. It is controlled via the touchscreen or rotary dial in the centre console when stationary, with touchscreen controls taken away when moving. The idea being you keep your eyes on the road more. The rotary dial is a bit of overkill as the screen controls so few functions that a touchscreen would suffice. It comes with wired Apple CarPlay and Android Auto smartphone mirroring, digital radio and in-built sat nav. The driver’s instruments are analogue with just an old school digital readout that gives Casio watch vibes for some functions. A head-up display is one of the most useful features in modern cars, and a must for new and experienced drivers alike. Mazda’s head-up display uses a little folding clear screen to project vital information such as travelling speed, posted speed limit and some safety warnings in front of the driver in an easy to view and read spot. Passengers are greeted by black cloth-wrapped seats with red contrast stitching that are well cushioned and comfortable enough for long drives. The GT grade ups the ante with synthetic leather and suede upholstery. A leather-wrapped steering wheel, gear shifter and hand brake give it a more premium feel. Well placed and easy to read steering wheel buttons for volume, multimedia, cruise control and answering the phone are a win for users. There are physical dials for climate functions that are easy to use on the go and a pair of USB-A ports up front so modern phone users beware you’ll need a different charging cord or adapter. A physical handbrake means storage options in the centre console don’t go much further than two cupholders and very small storage bin. This is a little car, so storage options in general are limited. This extends to the rear seat, which is cramped and best suited for only two adults and long-legged humans might struggle on longer trips. Front facing child seats can fit easily but rear facing or capsule seats will severely restrict front-seat passengers. The boot is mini at just 250 litres, so think moderate weekly shop or a few overnight bags. If you need more the sedan ups it to a substantial 440 litres. You can fold down the back seat in both to liberate more space. It does have a space-saver spare tyre under the boot floor, which is a positive. The Mazda2 is one of the most compact machines you can buy at 4085mm long, 1695mm wide, 1495mm tall and with a wheelbase - the distance between the front and rear axles - of 2570mm. You’ll feel tiny on the road, with dual-cab utes and large SUVs towering over you, but in urban environments, tight city streets and underground carparks, the size difference pays off with easy commuting and access to parking spots others just drive right by. It is a commendable city driver that feels most at home in traffic and city streets, as it feels a little breathless and lightweight on motorways. The small engine is perfect for urban driving but you’ll need to work it hard to get up to speed with power delivered very high in the rev range. This means you’ll hear the engine revving to the sky when you accelerate. It feels asthmatic when travelling up steep hills with the car noticeably struggling on the sizeable inclines in and around Sydney. In flatter cities such as Melbourne or Adelaide you’d barely notice it running out of puff. It is a great little car to steer, with great feedback, well balanced, direct and responsive steering. It is light, so you’ll feel bumps and lumps along the way but it does a great job of ironing out the road imperfections for a little machine. Road noise is intrusive at higher speeds and on coarse chips roads, but mostly it is composed and refined. Mazda’s driver’s side mirror is magnified, which takes some getting used to and the jury is still out if it is absolutely necessary. All driver aids work as advertised. The car automatically applying the brakes if it detects a potential collision, it’ll warn you if something is in your blind spot or if a car is approaching from the side as you reverse and an array of sensors will help keep you centred in your lane. Mazda backs it cars with a five year/unlimited kilometre warranty, which is par for the course these days and quickly becoming a subpar package as more brands switch to seven, eight or ten-year guarantees. Seven years of capped price servicing will cost $3286, which is pricey compared to the rival Toyota Yaris. Owners need to visit the workshop every 15,000km or 12 months, whichever comes first.

The new-generation Mazda CX-5 is here but with rivals like the Hyundai Tucson, Kia Sportage and Toyota RAV4 offering hybrid power, is the CX-5 missing a trick?

If you’re missing the Mazda6 and looking for a new electric car - then Mazda may have the perfect car for you. The all-new Mazda6e Atenza is the flagship of its new electric vehicle (EV) range, with the CX-6e SUV due later this year. The Atenza grade is priced from a very competitive $52,990 and comes equipped with 19-inch alloy wheels, keyless entry, tri-zone climate control, ambient lighting, heated and ventilated front seats, a 14.6-inch central touchscreen and a 10.2-inch digital driver display plus a 14-speaker Sony audio system with wireless Apple CarPlay and Android Auto. And to make it feel more premium inside there are leather and synthetic suede seats, a two-tone leather-wrapped steering wheel and more synthetic suede on the dash and doors. The 6e Atenza is motivated by a single, rear-mounted motor which produces 190kW of power and 290Nm of torque. It’s equipped with a 78kWh lithium-iron-phosphate battery, which Mazda claims is good for an impressive 560km of range. Mazda has included a long list of safety features, including autonomous emergency braking, lane departure warning, lane keeping assist, blind spot monitoring and 360-degree cameras.  The 6e is covered by the same five-year/unlimited km warranty as the rest of the Mazda range, with the battery getting eight years and 160,000km of extended coverage. Service intervals for the 6e are every 15,000km/12 months, whichever comes first, and the car is covered by a seven-year/140,000km capped price servicing plan. 

The Mazda 6e is a crucial new model for the Japanese brand, ushering in a new era of collaboration with its Chinese partners, Changan Automobiles. As such, this is not only the brand’s first Chinese-built model offered in Australia, but only its second electric vehicle. The good news is Mazda has done a very impressive job positioning the 6e in what is a highly competitive electric mid-size sedan market, with the 6e GT priced from $49,990, plus on-road costs. The GT comes standard with 19-inch alloy wheels, keyless entry, tri-zone climate control, ambient lighting, heated and ventilated front seats, a 14.6-inch central touchscreen and a 10.2-inch digital driver display plus a 14-speaker Sony audio system with wireless Apple CarPlay and Android Auto. While the underpinnings of the 6e are shared with the Deepal L07, another major plus is Mazda has had a big influence on the design. That means it looks and feels like a Mazda inside and out, albeit with some unique features that make it stand out a little from the current line-up. The 6e is powered by a single, rear-mounted motor which produces 190kW of power and 290Nm of torque, paired with a 78kWh lithium-iron-phosphate battery, which Mazda claims is good for an impressive 560km of range. While Mazda has included a long list of safety features, including autonomous emergency braking, lane departure warning, lane keeping assist and more, unfortunately they are not as well-calibrated as they could be for comfortable real-world driving. The 6e is covered by the same five-year/unlimited km warranty as the rest of the Mazda range, with the battery getting eight years and 160,000km of extended coverage. Service intervals for the 6e are every 15,000km/12 months, whichever comes first, and the car is covered by a seven-year/140,000km capped price servicing plan. 

Mazda has been a slow starter in the electric car race, but the brand is accelerating with the arrival of its all-new 6e sedan. Sourced from its Chinese joint-venture, this new addition offers good value and proven EV technology wrapped up in Mazda's trademark design. But is that enough for it to succeed in the competitive EV market? We drive it to assess its merits on-road and judge its value.

The Mazda CX-5 Akera is flagship model grade in the newly redesigned and enlarged version of the Japanese brand’s global best seller. Priced from $54,990 before on-road costs, the Akera builds on the GT SP’s equipment stash of adaptive LED headlights, a 360-degree monitor with under-car view, leather trim, a powered front passenger seat, heated rear outboard seats, 12-speaker Bose audio, ambient lighting, glossier trim and 19-inch alloys with a 15.6-inch central touchscreen, panoramic sunroof, vented front seats, gesture-activated powered tailgate, personalised driver-settings memory, paddle shifters and more. Also standard are heated front seats, a powered driver’s seat with memory, a head-up display, heated windscreen, heated steering wheel, 10.25-inch instrumentation, wireless Apple CarPlay and Android Auto, a smartphone charger, heated/folding exterior mirrors, a powered tailgate and unique 19-inch alloys. There is plenty of safety too, including advanced driver assist systems (ADAS) like autonomous emergency braking (AEB), front and rear cross-traffic alert, lane support systems, a blind-spot monitor, adaptive cruise control and traffic sign recognition. Under the bonnet is Mazda’s long-lived G25 2.5-litre four-cylinder naturally aspirated petrol engine. If you use regular petrol it makes 132kW of power and 242Nm of torque, but those numbers are bumped up by 6kW and 15Nm to 138kW and 257Nm respectively if using 95 RON-plus premium petrol. As with all CX-5s, drive is sent to all four wheels via a six-speed automatic transmission and part-time AWD system that, in Sport mode, distributes torque more evenly for more grip. There is also an Off-Road mode for gravel, sand or snow situations. The Akera’s combined average fuel consumption number is 7.4 litres per 100km, for a carbon dioxide emissions rating of 173g/km. This engine is tuned to operate on 91 RON standard unleaded petrol. From 2028 the Mazda will gain its first strong hybrid, to better take on the Toyota RAV4 hybrid and Nissan X-Trail e-Power.