Toyota Yaris Cross vs Mazda 3

What's the difference?

The Toyota Yaris Cross Urban is a city-savvy SUV that’s easy to park, nimble in traffic, and relatively fun to drive. It’s cute as a button on the outside, but the cabin doesn’t quite match the price, and some of the tech feels a little behind the times compared to rivals. The hybrid powertrain definitely earns it points but is it worth the jump in price over its rivals? A hesitant yes, because who doesn't like efficiency? But it needs a cabin upgrade to stay truly competitive in our market.

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.

The Yaris Cross is genuinely adorable. It's compact enough to slip into tight city spaces, yet proportioned well enough that it never looks toy-like. Its upright stance gives it a bit of attitude, and the chunky black plastic moulding around the base actually works in its favour, adding a tough, almost adventurous edge.

The rear is one of its best angles, with crisp LED tail-lights and a clean, sculpted shape that gives it more presence than you’d expect from something this small.

Inside, though, things don’t climb to the same heights. There’s a lot of hard plastic throughout, and while the synthetic leather and cloth upholstery looks decent, it doesn't elevate the space. The tech is well positioned and the layout is tidy, making it a pleasant cabin overall but there’s an unmistakable sense of 'nice, but not quite enough,' especially given what you’re paying.

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…

The front row is easily the best place to be, with the most comfort and creature comforts on offer. Only the driver’s seat is powered, and the controls not the most intuitive to use but both seats have decent padding and single-level heating that makes longer drives more bearable. The new centre armrest feels like an afterthought as it sits too low and tilts too far forward to be truly comfortable.

The rear row is cosy and realistically suited to two adults. Behind my driving position (I’m 168cm), there’s enough knee and head room, but the smaller door apertures may make loading child seats a bit fiddly. You do get two ISOFIX points and three top tethers, but two seats will fit best. My nine-year old loves how light the doors are to open and close, though he isn’t thrilled about the taller windowsills as they block a fair bit of the outside world for smaller passengers.

Storage is better than expected up front with a mid-size glovebox, a storage tray underneath the air-vents and climate control panel. There are two cupholders and drink bottle holders in each row and the rear also gets a single map pocket.

The 8.0-inch media display shares is straightforward to use and the touchscreen is responsive. It’s easy to connect to the wireless Apple CarPlay and it maintained a steady connection all week. The basic sound system can sound a bit tinny when you’re full-pelt on the highway but is otherwise sufficient.

You miss out on a wireless charging pad on all grade levels, which I really missed, and the only two USB-C ports in the car are up front.

Boot space depends on the drivetrain. The front-wheel-drive Urban has a decent 390L, which feels competitive. The Stonic can take 352L. The all-wheel-drive version offers less at 314L, which is smaller than the Juke (422L).

In real-world terms, groceries, school gear and my son’s extracurricular chaos all fit without complaint. You also get an adjustable boot floor, a temporary spare wheel (not always a given in a hybrid) and a powered tailgate for extra convenience.

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…

All Yaris Cross variants share the same 1.5-litre three-cylinder hybrid setup, producing 85kW of power combined and 120Nm of torque from the petrol engine. Toyota does not provide combined torque figures for its hybrid powertrains.

On paper, those numbers look a bit anaemic but in practice the hybrid system does a good job of masking the low torque. Around town, it feels livelier than you’d expect, with that electric assist giving it just enough punch to feel almost spritely off the line.

Our test car is the front-wheel-drive version, but you can opt for all-wheel drive for a couple of grand extra.

Compared with rivals, the Yaris Cross lands in an interesting middle ground. The Nissan Juke makes 84kW of power, while the Kia Stonic sits at 74kW.

And that’s really where the critique lands, because while the Yaris Cross feels zippy and eager at low speeds thanks to the hybrid boost, once you’re outside the city the torque deficit becomes harder to ignore. Overtaking and keeping up to speed aren’t the real issues - it’s more that the engine starts to whine like it’s under a bit of duress when you ask for more.

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 Urban FWD has an impressively low claimed combined fuel consumption of 3.8L/100km, and with its 36L fuel tank, you’re looking at a theoretical driving range of up to 950km, which isn't bad for an urban trawler. In real-world use, including longer highway trips and everyday city errands, I averaged 4.4L/100km, which is still very efficient.

By comparison, the Nissan Juke Ti uses 5.8L/100km with a 46L tank, while the Kia Stonic GT-Line sits at 5.4L/100km with 45L. The Chery Tiggo 4 Hybrid uses 5.4L as well.

The Yaris Cross not only sips fuel but makes the most of its smaller tank, which means the hybrid powertrain wins this round.

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.

Power delivery is crisp and punctual, and while the engine can sound strained when you push it on the open road, it rarely translates into any noticeable lag. You won’t feel deep reserves of power, but there’s enough to keep up with traffic and overtake when needed.

Ride comfort is better than expected, with suspension that soaks up smaller bumps, and it corners confidently without too much body roll. The cabin picks up a lot of road noise, and there’s an annoying electric whine at lower speeds but it's easily drowned out with music.

Steering is on the lighter side but remains responsive, making the Yaris Cross genuinely easy to drive. It would make a great first car, or a simple, fuss-free choice for an older couple.

Visibility is excellent, giving you a solid sense of the car’s dimensions which is a big help when manoeuvring and that's even before you look at the 360-degree camera feed. Add in the small 10.6m turning circle, and parking this SUV is almost effortless. If you struggle, it’s not the car’s fault.

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.

The Yaris Cross comes with Toyota’s five-year/unlimited kilometre warranty, extendable up to seven years if you stick to servicing at a Toyota centre. That makes it more competitive as the Nissan Juke offers a 10-year term and the Kia Stonic comes standard with seven years.

Servicing is also straightforward and affordable, thanks to Toyota’s five-year capped-price program, with each service costing just $255. Intervals are well spaced at every 12 months or 15,000km, whichever comes first.

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.