2020 Subaru Impreza vs Mazda 3

What's the difference?

I think that it probably doesn't matter what the verdict of this review states, because usually you're either a "Subaru person", or you're not.

That said, this top-end variant in the Impreza hatch range is an interesting offering, even for those who mightn't have considered the small Subie before. It's not as fun to drive as a Corolla, or as eye-catching as Mazda3, or as pragmatic a choice as a Kia Cerato hatch. That's not to say it's a bad car, but aside from its AWD system, it's hard to see how it stands out in any major way in this highly competitive class.

The SkyActiv-X pushes the Mazda3 to new heights of refinement and reinforces the fact it’s still one of the best cars behind the wheel amongst its peers.

Mazda has made it subtle to a fault, so people will just have to believe you when you tell them this expensive little car pushes the bounds of how a non-turbo 2.0-litre engine can feel.

It’s great to see this new tech really does what it says it will do though, so we’re keen to see where Mazda can take it from here.

The changes to the front-end of the Subaru Impreza 2020 model may take a discerning eye to pick up on at first.

Since launching in this fifth-generation design in 2017, this is the first visual adjustment Impreza has seen.

And while we admit you'd be hard pressed to spot the differences if you drove past you in traffic, if you manage to see a new one parked alongside a pre-facelift version, you'll likely notice what's happened pretty easily.

The changes are subtle, and the shape is largely unchanged. It's the details that have seen adjustments, the extremities and some of the "graphics", as designers say about things like headlights.

Subaru Australia reckons the changes have added some "sporty spice" to the range. Let us know what you think in the comments section below.

There are new headlights and a new front bumper that broadens the front of the car and makes it look more planted.

The range-topping 2.0i-S gets a new wheel design and all have new smoked tail-lights.

It's squarer than a Corolla or Mazda 3, highlighting Subaru's priorities as a brand.

The boxy shape pays dividends when it comes to luggage capacity and rear seat space.

We will get to the back seat and boot space in the next section.

In terms of size, the Impreza hatch is about the same as its main rivals (the aforementioned Mazda3 and Corolla hatches), with its dimensions pegged at 4475mm long (2670mm wheelbase), 1775mm wide and 1480mm tall.

There’s nothing interesting about the SkyActiv X’s design at all. In fact, from the outside, the only way you’d be able to tell this car apart from a regular Astina is the SkyActiv X badge on the back. There are no funky eco-look wheels, coloured pinstripes, or sticker-work as some other brands choose to go with.

I hope you weren’t trying to impress your neighbors with your damn-fangled engine tech then, because they’ll be none the wiser. Then again, they probably wouldn’t be able to tell a Hybrid Corolla apart from a regular one, so maybe subtlety is key here.

Inside is the same deal. There are no badges, alternate trims, or coloured highlights to let you know you’re in something a bit different.

The most significant change on the inside is buried two menus deep in the multimedia system. It’s a new energy monitoring screen to add to the fuel monitoring suite which shows you how power is being used in the car, and importantly, whether or not the engine is using the special combustion technology. There are some conditions on it which we’ll explain later.

So, it’s not special to look at, but does it need to be? Most people would say no. We all know the Mazda3 is a great looking car (arguably one of the best in this segment) whether you choose the sedan or hatch, so at least you won’t have to make a drastic style choice either way.

Up front has the storage you'd expect, including big door pockets with bottle holsters, plus there are two central cup holders and a covered storage bin/armrest between the front seats.

There's also a storage cubby in front of the gear selector, which is big enough for a wallet and phone, though it doesn't have wireless phone charging (Qi), like many top-spec competitors. But there are two USB ports and an auxiliary jack, plus there are another two USB chargers in the centre bin.

The back seat has just one map pocket, but there's also a centre armrest with cup holders and decent door pockets with bottle holders. There are no directional rear air vents, but the cabin isn't too large and air flow is decent from front to rear.

Back seat space is actually really good, with easily enough space for someone my size (182cm) to sit behind a driver of the same size. I had enough knee room and good toe room, too, but headroom for anyone taller might be limited, and even someone my size will need to watch their head getting in and out. The seat comfort isn't excellent, either - it's a bit flat and feels too reclined - you can't adjust the backrest, either.

You could fit three adults across the back, but they'd need to be pretty friendly with one another - the width isn't that accommodating, and there's a large transmission tunnel intruding into the foot space. Astute rear-seat occupants will also note that there are different material finishes on the doors in the back than the front, too.

If you've got kids, there are three top tether child seat anchor points, as well as dual outboard ISOFIX baby seat hooks.

The design of the dashboard is both impressive and intimidating. There are so many buttons and screens, you might feel overwhelmed when you slide into the driver's seat.

The most important screen of all is the middle one, it's an 8.0-inch touch-screen unit in all but the base model version (which gets a 6.5-inch screen).

It's a bright and colourful unit, responsive and quick.

And it has the connectivity you'd expect, including Apple CarPlay and Android Auto, plus sat nav, digital radio (DAB) and even a CD player.

Then there's the general space, which - yes - it does have a lot of buttons and there's quite a bit going on.

But it's well presented for the most part, and the materials and trims used are interesting and of a high perceived quality.

It feels plush. Not quite luxury, but upper-tier for a mainstream brand.

I mentioned in the section above that the boxy backside of the Impreza hatch helps it offer better practicality than some rivals, and the numbers don't lie. The boot capacity is claimed at 345 litres (VDA), which is considerably more practical than the Corolla hatch (217L) or Mazda3 hatch (295L).

The boot opening is wide and there's not too big of a step over the rear bumper, meaning loading larger items in is easy enough. Plus the rear seats fold down if you need to liberate more room (up to 795L), and there's a space-saver spare wheel under the boot floor too.

Again, no major changes to report here. The Mazda3 remains the same as before inside and out when it comes to dimensions. This means healthy space for front occupants, complete with lovely soft leather-clad trims on the doorcards and centre console for your elbows.

There are two smallish cupholders somewhat clumsily placed in front of the shift lever, a small binnacle in front of that, a large centre console box, and useful bins in the doors.

The pared back design makes for ergonomic button controls. Mazda’s dial-controlled media system takes a bit of getting used to, especially when using CarPlay or Android Auto, but some prefer it. Rear visibility is less compromised in the sedan as tested compared to the closed-in space which features on the hatch.

Back seat occupants get average legroom for the class, although they will benefit from the same relatively lavish soft leather-trimmed surfaces.

Boot space continues to be an issue for the hatchback with 295L, while opting for the sedan as tested here will well and truly solve the issue as it offers 444L.

The future isn’t cheap, and the new Mazda3 wasn’t a cheap car to begin with.

The new SkyActiv-X engine will be sold in just one trim level, the top-spec Astina, and will carry a $3000 premium over an identical car with the old naturally aspirated 2.5-litre ‘G25’ powertrain.

It makes for an MSRP of $41,590 in automatic form, as tested here. Mazda’s new premium push has compounded with the extra cost of the new engine to put the price dangerously close to premium car levels. A new BMW 1 Series, for example, can be had for $45,990.

It has to be said at this Astina grade, Mazda packs in the equipment. Standard fitment includes 18-inch 'gunmetal' alloy wheels, an 8.8-inch multimedia display (not a touchscreen) with Apple CarPlay and Android Auto support, built-in nav, digital radio, and Bluetooth connectivity, a slick Bose audio system, leather interior trim, full LED front lighting, heated auto-folding wing mirrors, push-start ignition, keyless entry, a sunroof, and a 360-degree top-down reversing camera.

There are some above and beyond additions, too, like a holographic head-up display, semi-digital dash, and a truly thorough safety suite. Alarmingly though, despite the electrical system overhaul, this Mazda is still missing advanced connectivity like USB-C and wireless charging. Seems like a petty complaint, but still one I’m going to make in the context of an over $40K hatchback.

The SkyActiv-X grade has a mild-hybrid system backed by a lithium ion battery which helps to power on-board auxiliary systems and "assist the engine." Unlike hybrid tech from Hyundai or Toyota, however, this system does not directly drive the wheels.

This is the clincher, really. The problem this car will face is being unable to take buyers away from hybrid Toyotas which are far more competitively priced, boasting even better fuel consumption.

Now you're not buying a WRX, so don't expect WRX engine specs.

The 2.0-litre four-cylinder 'boxer' horizontally-opposed engine in the Impreza has 115kW of power (at 6000rpm) and 196Nm of torque (at 4000rpm).

That's the same outputs that this generation Impreza launched with back in late 2016.

The Impreza range is only offered with a Lineartronic continuously variable transmission (CVT) auto, which isn't going to stoke many fires. But unlike every other hatchback in the segment, the Impreza maintains its all-wheel drive (AWD) running gear, where most other small cars come in front-wheel drive (FWD/2WD).

Interested in towing specs? The un-braked towing capacity is 650kg, while the braked towing capability is 1200kg. Interestingly enough, only the hatch is rated for towing.

Oh, and if you're wondering about a hybrid, electric or plug in hybrid version of the Impreza? There's nothing to see here. Subaru has not stated any intention to bring an 'e-Boxer' version of the Impreza here, despite having just launched the XV Hybrid and Forester Hybrid models locally.

Here’s where it gets interesting. The SkyActiv-X X20 drivetrain is a 2.0-litre four-cylinder non-turbo petrol engine.

The trick? It blends the principles of spark plug ignition with that of diesel combustion ignition. Now to be clear, sparkless ignition would be the holy grail here, and that’s not quite what this engine does.

Mazda calls the tech spark-controlled compression ignition. It works by blending a lean mix of predominantly oxygen on the intake stroke in with a second injection of much richer fuel when the cylinder reaches close to its maximum compression. The spark plug then fires, and Mazda says this fuel mixture will then more fully combust thanks to the extra compression present.

According to Mazda at least, this means less wastage, more power, and cleaner emissions which are free of unburnt or partially burnt fuel.

Previous information had this engine feature a supercharger, and the brand's representatives confirm that some form of supercharging is present, however it is mainly "used as an air pump" for "ensuring an adequate supply of air is created" so that this new combustion cycle can take place.

Power has been boosted to 132kW/224Nm from the normal 2.0-litre’s 114kW/200Nm. Importantly, the peak torque figure arrives 1000rpm lower at just 2000rpm, getting close to the responsiveness of a turbo unit.

The SkyActiv-X is front-wheel drive only via an updated version of the brand’s six-speed torque converter automatic which is promised to be even more refined than its predecessor.

The new engine is also paired with a 24-volt mild-hybrid system which does not drive the wheels directly but assists the engine and auxiliary systems in the car.

The official combined fuel consumption figure for the Impreza 2.0i-S is 7.2 litres per 100 kilometres.

You might find this interesting - that number is 0.6L/100km more than the lower grade models (2.0i, 2.0-L and 2.0i Premium) because it has bigger wheels and more aggressive tyres. The three lower-spec models all run 17-inch wheels and a claimed consumption of 6.6L/100km.

In practice I saw a displayed return of 8.1L/100km over my drive time, which included urban, city and highway driving.

All this new technology claims to cut 1.1-litres per 100km from the combined cycle fuel figure of an equivalent 2.5-litre Mazda3, down to a total of 5.5L/100km for the automatic (as tested).

Real world figures tell an interesting story. While my recent test of the 2.5-litre car produced a blow-out of 8.4L/100km, three days of driving the SkyActiv-X around in mixed conditions had it produce a much lower figure of 6.4L/100km.

So not only was the new engine more responsive, it was much closer to its claimed number on fuel, too. Emissions (often the real reason for advances in engine tech these days… ) have also dropped markedly from 152g/km of CO2 to 135g/km.

Interestingly, the SkyActiv-X engine requires 95 RON mid-grade unleaded petrol in Australia, contrary to previous information which suggested not only would the technology run on base 91, but it would actually run better.

Mazda says the 95 requirement is due to the high sulfur content of our entry-level fuel (a comment frustratingly echoed by other manufacturers), and it’s more a durability issue than one of octane. The brand’s representatives assured us 95 RON does not significantly affect the combustion ignition process.

As with all Mazda3s the SkyActiv-X has a 51 litre fuel tank.

You know what I said about not expecting WRXness from the Impreza hatch when it comes to the engine? The same can be said for the overall drive experience.

But this is, after all, a mainstream small car, one that is supposed to appease those who want comfort, control, enjoyment, safety, assuredness and probably some level of performance as well. It ticks some of those boxes, that's for sure.

For instance, the CVT auto is pretty eager to take away from a standing start, but it does run out of puff and can chug a little as soon as you get above about 20km/h. That's if you are accelerating lightly. If you step harder on the throttle when you're already rolling you'll find it is mildly more rewarding, though if you stomp the accelerator from a standstill you shouldn't expect amazing response. In that situation, the CVT feels like it robs the engine of the oomph it possesses. There's always the now-across-the-range SI-Drive mode selection, which ups the throttle response if you feel you need it.

The engine itself is okay for the class but doesn't suit any new benchmarks in terms of power or refinement, although because it is a boxer engine it is inherently quiet when you aren't wringing its neck.

I can see why some people find this powertrain combination to be a bit frustrating. A non-turbo engine with a CVT auto and all-wheel drive isn't what I aspire to have in my dream car. But it will suit most people for most of the day-to-day drudgery a car like this will encounter.

Because it has the AWD underpinnings that we know so well from Subaru, there is a level of assuredness to the way it accelerates and how it handles. This will be most noticeable in twisty road situations, but also if the road is wet - you won't notice any wheel-slip here, as is oh so common in FWD rivals when the surface below the tyres gets greasy.

Subaru claims for this update "the suspension is also revised, delivering even better ride comfort, steering response and handling agility", and I can tell you that the facelifted Impreza certainly felt more sure-footed than the last version I drove a few years back.

The ride doesn't feel clunky or uncomfortable and it doesn't judder or shudder too much over bumps. It feels a little firmer and more control-focused than the last Impreza I drove, which was rather spongey at the rear axle. However, at higher speeds, this one still felt a little wobbly, lacking some body control because it has a softer suspension setup to deal better with sub-standard surfaces.

The steering is quite light on centre and can take a bit of correction to be kept in a straight line, particularly the faster you go. At lower speeds it's a little bit fidgety and not as rewarding as, say, a Corolla hatch.

There's some tyre roar and wind noise around the windscreen and mirror at highway pace, but generally it's pretty quiet. The Yokohama 225/40/18 rubber transmits a hefty amount of noise into the cabin over particularly coarse chip surfaces, but if the surface is smooth it's a very quiet car.

I wasn’t sure what to expect. How does a different injection method feel?

After three days behind the wheel I can confidently say most people won’t really be able to tell the difference, but that’s not to say there isn’t one.

Quite the opposite in fact. This new engine’s bump in power and more readily available peak torque are notable.

I spent most of my drive time with the energy monitor screen set, so I could try to understand how this new engine reacted to my inputs. The combustion ignition (SPCCI) mode is working most of the time. It doesn’t run at idle, and Mazda says it won’t run at ‘high loads’, but it seems to always be on past about 1200rpm in normal driving.

Once it reaches that point, the revs surge up quickly, almost like a turbocharged engine. It’s not quite as full-on with its surge of power, but it is very noticeable.

It gives this car a kind of comfortable pulling power kick which is at least on-par, but probably better, than the equivalent 2.5-litre engine (without being able to test them side-by-side), despite its higher power figures.

I wish I could tell you there was some big ‘wow factor’ moment here. Like it sounds really great once it’s on song, or it has a snapping-on feeling like Honda’s once-lauded VTEC. But it doesn’t. This engine has a unique tone, sure, but it’s quiet and subtle, and the delivery of power is quite linear.

In fact, the whole drive is notably smooth and refined. A cut above the rest of the Mazda3 range. The engine sounds distant, even when pushed, and the transmission has been smoothed out further between gears and re-calibrated to better deal with the new powerplant’s readily available bump in power.

As always, Mazda’s 'i-Stop' stop/start technology is one of the best on the market, to the point where you won’t even notice it’s there. The efficiency of this system has apparently been given a boost by the new 24V hybrid system, but again, there’s little tangible difference in terms of how it feels.

The energy monitor really made me wish this car was just a traditional hybrid. I don’t doubt whatever comes next will be. it would be a truly fantastic step forward to blend the benefits of this engine with a true hybrid drive for even lower consumption.

The drive experience imparts a sense the SkyActiv-X simply does what it claims to do. It’s a shame there’s nothing particularly exciting for driving enthusiasts (apart from how cool the tech is), but it really lives Mazda’s current ethos of constantly tweaking and improving what it has to work with, without any radical changes to what consumers expect behind the wheel.

The same excellent suite of active safety items available on other Mazda3 Astina variants is offered here, meaning freeway-speed auto emergency braking (AEB), reverse AEB, lane keep assist with lane departure warning, blind spot monitoring, rear AND front cross traffic alert (uses sensors to see around objects which might block your view when pulling out), traffic sign recognition, as well as adaptive cruise control with stop and go function.

On the expected side of things there are seven airbags, the expected brake, stability, and traction controls, as well as dual ISOFIX and three top-tether child seat mounting points across the rear seat.

Unsurprisingly, the Mazda3 carries a maximum five-star ANCAP safety rating as of 2019.

Subaru's ownership offering is reasonably good, but not at the top of the class - this is a class full of star pupils, though.

The Impreza is backed by a five-year/unlimited kilometre warranty plan.

It also has capped price servicing available, with intervals pegged at 12 months/12,500km, whichever occurs first.

Most rivals run out to 15,000km, so you're being short-strawed there to a degree.

The service costs are on the high side, too. Here is the price list at the time of writing: 12 months/12,500km - $350.25; 24 months/25,000km - $588.31; 36 months/37,500km - $354.83; 48 months/50,000km - $784.77; 60 months/62,500km - $354.86.

In a bit of good news, you can either pay as you go for maintenance, or you have the choice to buy a service plan. There are three-year ($1293.39) or five-year ($2433.02) plans to choose from.

Unlike a lot of manufacturers, Subaru doesn't offer a discounted rate if you choose to pay in advance, but there is an advantage if you do it this way, anyway: you can roll that cost into your finance package and then, when service time rolls around, you don't need to fret about finding the extra cash. Oh, and the brand throws in three years roadside assist (normally you get just one year cover at purchase), and the option of a free loan car when your vehicle is in for maintenance.

Worried about Subaru Impreza problems, recalls, reliability, complaints, issues, common faults or anything else that might affect the car's resale value? Check out our Subaru Impreza problems page.

All Mazda3s, including this new variant, carry a five-year, unlimited kilometre warranty promise competitive with competitor marques, including five years of roadside assist.

Service pricing was not available at the time of launch, although Mazda told us it shouldn’t stray far from the current 2.5-litre engine option which costs between $315 and $359 on alternating years for the life of the warranty.

Service intervals should also remain the same at 10,000km or 12 months whichever occurs first.