Suzuki Vitara VS Mazda CX-3
- Good interior space
- Reasonably priced
- Apple CarPlay/Android Auto
- Lack of advanced safety
- Design, inside and out
- Sharp handling
- Fun steering
- Small boot
- CarPlay still not fixed (it's coming)
- Engine can sound like it's working hard
Suzuki's much-loved Vitara returned in 2015 and it was a happy day for people over a certain age. Over the years, Suzuki has tweaked and trimmed the range, ditching the diesel (much to the chagrin of towing fans) and leaving us with three Vitaras with the subtly updated 2019 model - the entry-level, the Turbo and the Turbo Allgrip.
The entry-level Vitara is a lot of car for the money but there is a small catch - instead of the excellent 1.4-litre turbo engine of the other two, it ships with a 1.6-litre naturally-aspirated engine that has significantly less power than anything else in the segment.
That doesn't seem to bother the target market, though - the base Vitara is by far the biggest seller in the range.
|Fuel Type||Regular Unleaded Petrol|
Some cars are just so desirable, so delectably tempting to look at, that they cause people to abandon all logical and practical concerns and buy them anyway. Fortunately, most vehicles in this category of dangerous desirability are stupidly expensive, but when you combine the cuter-than-a-puppy looks of a car like Mazda's CX-3 with a price range that starts in the low $20,000 range, anything can happen.
Throw in the fact that this diminutive darling of a thing is a small SUV - one of the most desirable categories in the Australian market, with sales in the segment doubling in the past five years - and Mazda may need to reinforce the doors in its showrooms with the launch of this new one.
I speak from experience here because my wife loves the look of the CX-3 so much she wanted to buy one. So I explained that it is built on the Mazda2 platform, which means its boot is too small for a family of four, and that the rest of it probably wasn't suitable for us either. But she was still keen.
I know of a young family who bought one because they were so taken with its prettiness, but when they got it home they remembered they had a small child and realised that their pram would never, ever fit in the back. Oh dear.
If you are a young single or a childless couple, of course you can enjoy its alluring looks all you like, and the tight rear seats and small boot volume probably won't bother you at all.
Mazda happily admits the way this car looks is the main reason people buy it, which is no doubt why the new one looks so much like the highly successful old one (more than 58,000 CX-3s have been sold in Australia since its launch in 2015).
So, what actually is new about this incorrigibly cute crossover? We went to the local launch drive to find out.
|Fuel Type||Regular Unleaded Petrol|
It's frustrating that the Vitara is a good car fitted with such a weak engine. It's got great interior space for less money than a Qashqai, a big boot and some nice touches.
The ledger for the base model Vitara is more balanced than the higher grades. While the turbo-engined machines get along very nicely, the ride and handling are great and all the Vitara's strengths are magnified, the entry-level struggles against similarly-priced competition.
The Vitara Turbo is the one to get if you can stretch to it. The Vitara isn't ruined by this engine, but it is compromised.
Is engine power a big deal for you? Or is the Vitara's lack of pace and refinement secondary to its undeniable charms? Let us know in the comments below.
If you liked the previous Mazda CX-3 - and just about everyone did - then you're going to love this one even more. It's got a tiny bit more presence, a less busy and more classy interior and marginally better engines with slightly improved fuel economy. Basically, it's a little bit more of the same for this little gem of a compact SUV.
Would you have a Mazda CX-3 over a Mitsubishi ASX, on looks alone? Tell us in the comments section.
Not everyone is a fan of the new Vitara's looks, but I am. Most of the colours are fairly vivid and everyone seems to buy it in metallic green, so it was nice to have it in this grey/silver (optional) colour.
The chrome grille can be a little bit much, but I really like the purposeful, chunky profile. Wasn't sure about the new rear lights at first, but as I said in the Allgrip review, they had already grown on me.
The Vitara's interior isn't going to win any materials quality awards, but it seems like it will last a long time. There's nothing amazing about it apart from the fact it's roomy and everything looks and feels honest.
In the right light, in the right colour, (obviously the hugely popular red), the CX-3 can move beyond being just small and sweet looking and reach the point of genuinely striking. There's a lovely, criss-crossing line that swinges down the sides, crossing over at its mid point. It's what Mazda calls pure Kodo design - simple, sleek and slightly sexy.
The angle most people fall in love from, though, is front on, with the CX-3's toothy grin only slightly changed for this new version with a new "more assertive" grille, with a solid, detailed design featuring horizontal bars of different thicknesses.
The goal here, as CX-3 program manager Takata Minoru explained, was to make "no unnecessary changes" and only to "refine the beauty and enhance the quality feel".
The new grille is supposed to give the car a sharper look and a greater feeling of depth, but to us it just looked like a new grille. Mazda says the new car is defined by being "exquisite" and "edgy", but it's not clear what that means in terms of new-ness.
The sTouring and Akari grades get a new line of chrome along the front bumper and sides, which is pleasant enough, while there are also new fog light bezels in gloss black on Maxx Sport variants and above.
Oh, and the rear lights, in the top two grades, have adopted a cylindrical shape for the facelift version, because round things are classier than square ones. Apparently.
Colours, of course, in a car so pretty and feminine, are a big deal, and there are now eight to choose from - 'Soul Red Crystal Metallic' (as opposed to just Soul Red Metallic) and 'Machine Grey Metallic' are new and join 'Dynamic Blue Mica', 'Titanium Flash Mica', 'Jet Black Mica', 'Snow Flake White Pearl Mica', 'Ceramic Metallic' and 'Eternal Blue Mica'. Brown is not an option, happily.
In short, it's a good looking car, much like the old one, and it's hard to imagine a vehicle of this size and shape being any more attractive. It's surprising, then, to learn that the CX-3 is only the second-best seller in its segment, behind the Mitsubishi ASX.
Ground clearance for the CX-3 is 160mm unladen. So, no rock hopping then.
Passenger space in the Vitara is excellent for a compact SUV. Part of the reason back seat occupants do so well is because the roof is high, the doors aren't very thick and the seat is a long way off the floor, meaning the distance between the front and rear seats isn't made smaller by angled legs. It's comfortable, too.
Which is lucky because you won't have anywhere to put your drinks or phones or your inboard elbows, which is a shame.
Front seat passengers have somewhere to put their elbows and there are two cupholders. All four doors have a bottle holder.
The boot has a false floor under which you can hide a decent amount of stuff, including small bags. Its volume starts at a decent 375 litres (beaten only by Honda's HR-V and Nissan's Qashqai). Drop the rear seats and space increases to 1120 litres.
Considering the external dimensions of the car, the CX-3 does quite well. Allow me to illuminate you with my own example, which is that I recently spent 10 days driving one of these around Italy, with my wife and two young children on board, plus a significant amount of luggage.
I had sleepless nights before picking up the car, because I was sure we'd never get it all in, or be able to breathe if we did, but not only did we fit, we were quite comfortable and happy with the luggage capacity.
Rear leg room is just bearable for an adult, but no problem at all for small kids (although it wouldn't suit teens). The boot space, at 264 litres, is very small, and even calling it adequate seems generous. What it will not fit, though, due to its narrow dimensions, is a pram of any sort, so young families should look elsewhere. Although if they don't, there are two ISOFIX points and two top-tether points for child seats.
The biggest change for the new model in cabin terms is the inclusion of an electronic park brake, which has allowed Mazda to include a new centre console/armrest, with two handy cup holders of different sizes, there are also bottle holders in all four doors, and (for Maxx Sport spec and above) a rear armrest with two more cupholders).
Indeed, Mazda says the cupholders have had their depth and diameter revised so they can now fit giant, American-sized cups if required.
That centre console also offers useful, deep storage and there are two USB points handily located in front of the shift lever. The control buttons for the MZD media system are also more ergonomically positioned thanks to the electronic park brake.
The rear seat armrest, with built in storage box, is said to "embody the human-centred philosophy by increasing comfort and reducing fatigue". I know I always find that armrests make me less tired, but then I wouldn't volunteer to sit in the back of a CX-3 anyway.
The overall goal with the new interior was to make it more minimalist and Japanese, and when you compare it with photos of the old one it does look less busy and less cluttered, with classy touches here and there. That is only slightly offset by the cheaper, harder feeling plastics around the doors on their armrests.
Top-shelf Akari models come with genuine leather seats in black or white, sTouring gets grey with black leatherette and everything beneath that gets a black interior with black cloth seats.
A sunroof is available on the Akari models.
Price and features
Engine aside, there is much to like about the base model Vitara - in fact any Vitara - and this one is a pretty decent $24,990.
That lands you, all the way from (somewhat unexpectedly) Hungary, 17-inch alloys, climate control, reversing camera, keyless entry and start, sat nav, leather steering wheel, cloth trim, power windows, four-speaker stereo and a space-saver spare.
That four-speaker stereo is run from the same touchscreen found in pretty much every Suzuki. The basic software is okay but the hardware itself is a bit iffy. Cleverly (and unlike Toyota), Suzuki knew an easy fix for that is to throw in Apple CarPlay and Android Auto. Sorted.
Comparing the differences between the CX-3 range, there really is a variant for all budgets, with an entry price of $23,990 drive-away for the Neo Sport with a six-speed manual, cloth seats and steel wheels, rising all the way to $37,490 for the leather-filled, sunroof-topped Akari LE, which gets some impressive tech previously only seen in German cars, like a driver-attention monitor and radar cruise control with full stop and go functionality.
Prices have risen over the previous model, but Mazda says this pricing reflects the fact that you're getting more equipment in the new version.
You are also, undeniably, getting a less busy and more classy interior, although the changes to the exterior design are so small you wouldn't want to be paying for them. Nor would you want to change a look that is this pretty, and successful.
Standard kit for your $23,990 drive-away Neo Sport (that's manual, auto adds another $2000) includes 16-inch steel wheels, body-coloured powered mirrors, black cloth front seats with height adjustment, electric parking brake, Bluetooth functionality, a 7.0-inch full-colour 'MZD Connect' touchscreen to control your infotainment and sound system with DAB and six speakers (but no CD player and no GPS), and a multi-function 'Command Control', plus keyless start, rear parking sensors, a reversing carer and 'Smart City Brake Support', which works in both forward and reverse. It's a (very) good-looking package at a tempting price. Apple CarPlay, which would helpfully allow you to run navigation from your iPhone in the base model, is not yet available, but it's coming soon, and a kit to retrofit it will be available at Mazda dealers in the near future.
The Maxx Sport adds 16-inch alloys, auto headlights, rain-sensing wipers, a fold down armrest with two cupholders for the rear passengers, leather-wrapped gear shift knob and steering wheel, climate-control air con, sat nav, 'Blind Spot Monitoring' and 'Rear Cross Traffic Alert'.
Step up to the sTouring and win 18-inch alloy wheels, LED lights all round, slightly nicer black 'Maztek' and cloth seats, a handy head-up display, keyless entry and start, 'Driver Attention Alert', from parking sensors and 'Traffic Sign Recognition'.
The Akari does feel noticeably nicer inside with its softer dash material and leather seats in white or black, plus 'Mazda Radar Cruise Control' with start-stop function, a 360-degree view monitor and adaptive LED headlights and lane-departure warning.
Personally, I'd be quite happy with my value at $25,490 for a manual Maxx Sport. Indeed, it's a bit of a bargain.
The prices we've listed here are drive-away (no more to pay!), which is something new for Mazda and does provide wonderful clarity.
Engine & trans
The 1.6-litre naturally-aspirated engine in the base Vitara wheezes up just 86kW and 156Nm, easily the least-powerful in its class, and by some margin.
I often joke that it's almost like there is legislation about how much power a compact SUV must have. The Vitara is proof there isn't. The $29,990 Turbo has 102kW/220Nm, for comparison.
As with the turbo cars, the 1.6 has a proper six-speed automatic driving the front wheels. You can also get a five-speed manual for $23,990. Luckily it weighs bugger-all at 1180kg.
The Vitara offers 1200kg towing for braked trailers and 400kg unbraked.
Mazda is offering a new SKYACTIV-D turbo-diesel engine with the CX-3 - which has increased in capacity from 1.5 to 1.8 litres, which takes power from 77kW up to 85kW, while torque stays at 270Nm - but you have to wonder why. Mazda Australia predicts the diesel will make up a measly one per cent of sales, which probably explains why they didn't bring one along to the launch for us to drive.
Almost everyone, then, will be choosing the revised SKYACTIV-G 2.0-litre direct-injection petrol engine, which makes 110kW at 6000rpm and 195Nm of torque at 2800rpm, an increase of exactly one kilowatt and three newton metres from the previous model.
Changes to the engine have focused on improving fuel consumption, and variations in that consumption caused by seasonal changes and usage patterns. Apparently the new version offers improved combustion efficiency when under heavy load - climbing hills for example - and thermal-management tech to reduce excess fuel consumption when it's cold outside.
New high-pressure injectors also help to improve torque delivery, with the amount of torque on offer throughout the rev range increased by "one to two per cent". Fuel economy is also improved by the same percentages. Not huge improvements, then.
You can also choose between a six-speed manual and a six-speed automatic transmission, and between front-wheel or all-wheel drive (not on the base Neo Sport, though). Not surprisingly, for a city crossover like this, 92 per cent of CX-3s sold will be FWD, and 90 per cent will be automatics.
Having driven the manual version myself on holiday, I would highly recommend it, because it allows you to get the most out of the engine. With a weight of 1266kg it's useful to be able to get involved in shifting.
The CX-3's engine uses a timing chain rather than a belt and you should check our problems pages to see if there are any reports of problems with automatic transmissions.
The non-turbo Vitara clocks up an official combined cycle fuel consumption rating of 6.0L/100km, 0.1L/100km worse than the Turbo.
My week with the car saw an indicated 9.2L/100km which is almost a litre worse than the Turbo Allgrip I last tested, and a whole lot less fun.
One of the aims of upgrading the CX-3's engine was better fuel economy, and yet the Mazda engineers admit they managed an improvement of just "one to two per cent" on the 2.0-litre petrol engine and 3 per cent with the diesel, which has grown from 1.5 to 1.8 litres and still manages to use slightly less fuel, at an impressive 4.7L/100km.
The 2.0 petrol has claimed figures of 6.6L/100km for the FWD manual, 6.3L/100km for the FWD auto and 6.7L/100km for the AWD automatic. People who are chasing better economy would go for the diesel, but customers for this car obviously aren't that bothered, or are happy with mid-sixes, because Mazda tips just one per cent of sales will be the diesel.
As has been the case since the Vitara's re-emergence a few years ago, it's a good car to drive. Light steering, supple ride and good body control mean progress is smooth and, if you're going downhill, fun.
For a modern car, it's a featherweight, but without the bounciness of some other cars of this weight. It's also quite maneuverable and is unexpectedly slim, meaning you can thread it around easily and it's not a bother in car parks or tight city streets.
It's good on urban streets, too, because it soaks up bumps and lumps very well.
I've said it before and I'll say it again - the Vitara is a good car. But in this spec, it's a good car with a deeply ordinary engine.
It's noisy, which wouldn't matter except to get anything like decent movement, you have to rev it. If you use anything more than quarter throttle - and you really have to - the transmission kicks down to try and find the scraps of torque on offer. It might be light, but the torque figure just isn't enough to move the Vitara with any urgency.
The base Vitara is slow and noisy and from that perspective is no match for its similarly-priced competition. Compounded by a lack of refinement from both engine and transmission, it highlights what a good engine is the 1.4-litre turbo.
The Vitara is slow and noisy, and from that perspective is no match for its similarly-priced competition.
In a world of constant downsizing, a 2.0-litre engine might sound brutish and bold in a car of this size, but 110 is certainly not an overpowering number of kilowatts. As a result, the petrol-powered CX-3 feels spry and sprightly, but certainly never sporty.
There is a Sport button you can press, but all it seems to do is hold the gear you're in for longer, causing the engine to drone on like a Peter Dutton speech, and not really making much happen in excitement terms.
A sports car this is not, obviously, so perhaps the words "more than adequate" are best for describing the car's performance. You're not going to fly up any hills, but you can zip off traffic lights with reasonable aplomb, and you're never genuinely found wanting for power. More torque would be nice for overtaking, but you could choose the diesel for that (if you're a ‘one percenter').
One of Mazda's goals with the new CX-3 was improving NVH and they've done a stellar job with that. While the old car was bit of a buzz box at times, the new one is far quieter and more refined in terms of road-noise intrusion, but if you are tempted to push on, the noise from the engine remains strident, and at times strained.
In most driving conditions, however, it's a pleasant cabin to be in, with negligible road noise (although it's more noticeable with the optional 18-inch wheels). And if you do enjoy a slightly lower driving position, you have the ability to drop your chair to a point where you feel more like you are sitting in the car rather on it.
The newly fettled electronic power steering is sharp and fun to use, falling at that point just before it becomes too light and wafty to give proper feedback. The engineers concentrated on "rolling plushness", which is the feel you get through the wheel, basically, and produced an 18 per cent reduction in buzziness through the steering wheel.
Ride control is good over most surfaces - and with ground clearance of 155mm you won't be going too far off road - but there's still a bit clatter over really sharp impacts. Overall, it's a very comfortable cruiser, even on our more brutal country roads. Mazda says it worked on "reducing choppiness", or vertical body movement, and it seems to have succeeded.
Cornering is something you can actually enjoy, if you care for that kind of thing, and this CX-3 benefits from Mazda's 'G-Vectoring Control' (GVC), which is meant to provide "neutral cornering" by minutely reducing torque output to the appropriate wheel to cancel out understeer, or oversteer moments.
It's all about giving the driver that sense of "oneness" with their vehicle that Mazda likes to call "Jinba-ittai" - horse and rider as one. In terms of horsepower and performance figures, they're not something CX-3 buyers are going to worry too much about, clearly, as Mazda makes no mention of the car's 0-100km/h time. A bit of research uncovered the fact that it ranges from 9.0sec for the manual to 9.5 for the auto. Not terrible, then.
Overall, much like the Mazda2 this vehicle is based on, the CX-3 is one of those cars that is genuinely as much fun as it looks, and slightly more fun than you expect it to be.
Throw in its good looks, economical engines and reasonably affordable pricing and it's a complete package. Up until the point where you have kids, and you're forced to upgrade to something that can actually carry a pram.
Mazda says its new CX-3 is part of its "aim for a safe and accident-free automotive society", which means the company is living slightly in dream land, but at least you know it's thinking about safety.
The 360-degree view monitor is very handy, but you can only have it on the Akari, where you'll also get eight parking sensors, while the base model makes do with rear ones only.
Indeed, the base model goes without most of the safety goodies that are sprinkled across the more expensive variants - blind-spot monitoring, rear cross traffic alert, lane-departure warning, traffic-sign recognition, adaptive LED headlamps, driver-attention alert (with a coffee cup popping up to remind you that you might be tired) and the very handy, almost autonomous radar cruise control with full stop and go function.
What you do get on the entry Neo Sport is 'Smart City Brake Support', which works when moving forwards or backwards and is basically Mazda's name for AEB. The system works with both cars and pedestrians at speeds of up to 80km/h. The previous CX-3 received a maximum five-star ANCAP rating.
Suzuki offers a three year/100,000km warranty, but there's a small catch. If you continue to service it at Suzuki dealer every six months/10,000km, you're extended to five years/100,000km. That seems like a decent deal.
Somehow, the 1.6 costs more to service than the more complex 1.4-litre turbo, working out at an average $516 per year over the first 60 months.
Surprisingly, Mazda claims its customers are completely unconcerned by the fact that it doesn't offer free roadside assistance as part of its new and improved five-year warranty, although it does occasionally offer it as a promotional thing. I'd be negotiating hard to have it included in the price.
The five-year/unlimited kilometre warranty, from Mazda Motor Corporation itself, is a real selling point, however.
Servicing is due every 10,000km or 12 months and the first one will cost you $289, the second $317, third $289, fourth $317 and fifth $289. Seems to be a pattern there.