Honda CR-V vs Mazda CX-3

What's the difference?

The most-expensive version of the latest Honda CR-V is one of the most convincing family-orientated mid-sized SUVs in Australia, regardless of price and positioning.

For efficiency, economy, driveability, packaging, safety, quality, refinement and value-for-money, it is an outstanding value proposition. Don't buy a RAV4 or Forester hybrid before checking this one out.

We cannot wait for the e:HEV hybrid powertrain to filter down to cheaper grades, to make the best CR-V in decades even more accessible.

It’s easy to see why the Mazda CX-3 remains such a favourite with small SUV buyers. The Evolve grade tested is dynamically capable, space efficient and well equipped for the money. That said, although I don’t like being ageist, as it starts to creep up on a decade on sale, the market leader is giving ground to the competition in key areas including design, fuel efficiency and refinement. It’s time for a new-generation model, but in the age of electrification, will there be one? In the meantime, this evergreen favourite remains a solid urban SUV option.

Though considered handsome, the CR-V has never been a style leader. Function over form has always been its calling card, and Number Six is no exception.

Cleanly drawn, with boxy proportions and a blunter, squarer nose providing a contemporary if somewhat bland appearance, the Thai-built Honda lives on the larger end of the mid-sized SUV scale, resulting in lots of space and practicality.

Yet there are interesting and worthwhile details to explore, like narrower-than-usual windscreen pillars for exceptional forward vision.

The same applies to the considered positioning of the exterior mirrors, minimising blind spots, while deep glass areas allow light to flood in.

The stylish, Volvo-esque L-shaped tail-light graphic probably connects most clearly with past CR-Vs, giving the latest version an elegant overall presence.

Compared to the old model, the latest version's wheelbase has been stretched by 40mm to 2700mm, while front and rear tracks are 10mm wider, coming in at 1611mm and 1627mm, respectively.

Note that the front-drive models' ground clearance is 198mm – 10mm less than on the (non-hybrid-only) AWD grades.

You’re not going to mistake the current CX-3 for anything other than a Mazda, which speaks to the consistency of the brand’s design approach.

Tightly wrapped and neatly detailed the CX-3's exterior has aged well, and thanks to cosmetic tweaks over time it’s still looking clean and contemporary. 

The step up from 16-inch alloys on the lower Sport and Pure grades to 18-inch rims on this Evolve also lifts the look to a more mature, premium level.  

The interior is a simple, fuss-free environment, but in a small-SUV world moving rapidly towards slick integrated screens for multimedia and instrumentation, the CX-3 is showing its age.

The 8.0-inch media display stands proud in the centre of the dash, almost like an afterthought, and the instrument cluster, while okay from an ergonomic point of view, is dated by an analogue tachometer in the centre and LCD-style read-outs either side.

And although it’s always a subjective call, I’m guessing the Evolve’s white and tan interior trim combination won’t be to everyone’s liking, from an aesthetic or practicality point-of-view.

That said, the interior surfaces across the dash, doors and centre console flow into one another nicely, and brushed metal look highlights around key controls and vents enhance the quality feel.

Speaking of which, physical dials and knobs for adjustment of the ventilation system and audio volume is welcome. Maybe old-school is the best school?

However… the multimedia screen can only be accessed by a rotary dial in the front centre console once the car is mobile (it works as a touchscreen when you’re stationary).

Keenly aware there are various opinions on this set-up when it comes to safety. Touchscreens, by definition, take your eyes off the road ahead, so on one hand it makes sense to transfer control to the rotary dial.

But when you’re using a sequential app like Spotify, it can take a hell of a lot of twirls of that controller to get to where you want to go.

Soon you’re grinding your teeth in frustration which upsets concentration and your eyes are well-and-truly off the road, anyway. 

For what it’s worth, I’d prefer the relative ease of a quick press on the screen rather than having to go ‘around the horn’ to hit your favourite track or podcast.

Little wonder the CR-V was the world's third most-bought SUV worldwide in 2023. It's big enough for most families' needs... and then some.

This is immediately apparent the moment the big doors are opened up nice and wide, revealing an airy, spacious and extremely user-friendly interior.

The Japanese brand has striven successfully for greater visual symmetry, harmony and operational simplicity in the dashboard's design and layout.

And, sure, the 9.0-inch touchscreen lacks the wow factor of vast buttonless displays as found in flashy alternatives such as the disappointing Chery Tiggo 7, but it works very effectively.

Hondas have always nailed the driving position bit down pat, and the RS is no exception, with ample seat and steering column adjustment, considered controls placements and unimpeded views of the instrumentation and road ahead due to the aforementioned thin pillars.

The instrumentation cluster is an electronic set-up offering the driver the choice of either super crisp and ultra-clear analogue dials, or somewhat fussier bar graphs, with a digital speedo augmenting both.

There's so much to enjoy and so little to criticise inside Honda's mid-sized SUV. Along with space to stretch, the front seats are notably comfortable and supportive, as several hundred kilometres sat ensconced in them proved. Both sides have electric adjustment at this price point, too.

Ventilation also rates highly, with the honeycomb full-dash-length grille and lovely toggle switches bringing aesthetic and tactile delight, respectively.

And, reflecting the CR-V's US focus, storage is on a large and helpful scale, offering bottle holders in the doors amongst other places to stash things in and on.

Moving to the rear seat area, entry/egress is ridiculously unimpeded, with a decently-shaped bench.

Families are also likely to appreciate series-best legroom, backed up by a handy amount of girth – always a good thing.

You're also met with occupant-facing air vents, overhead grab handles, even more door storage, the obligatory folding centre armrest with cupholders, front-seat-sited map pockets and a pair of USB-C outlets.

However, the standard sunroof does rob some headroom so people taller than about 180cm had better try before they ride, though the 60/40 backrest reclines to 16 positions and that's helpful here.

Being a hybrid, the RS e:HEV misses out on the sliding bench which adjusts by 190mm in other CR-Vs.

Vision out is exemplary back there, enhancing an already spacious and airy ambience. But if the front seat area majors on Japanese quality, the rear is hardly premium, with plenty of dreary cheap plastic trim, betraying the Honda SUV's focus on the price-driven American market. But nothing squeaked, rattled or broke, thankfully.

Further back, the tailgate rises remotely quickly enough, and there's quite a wide and long area to store things, but the electrification elements make for quite a high and uneven floor – though a deep bin area is also provided to hide stuff in.

There's also just a can of goo in lieu of a spare wheel.

Cargo capacity rises compared to the previous CR-V, ranging from 589 litres with the rear seats up, to 1636L, or 1072L if measured only to the window line.

At just under 4.3m long, less than 1.8m wide and a little over 1.5m tall the CX-3’s footprint is squarely city-sized, and no surprise it shares the Mazda2’s 2570mm wheelbase because it’s underpinned by the same platform as the small hatch.

But there’s more than enough breathing room up front and storage options are creative.

Rather than the ubiquitous single storage box between the front seats the CX-3 offers up an adjustable multi-compartment arrangement, with cupholders and bottle retainers ready to flick into position in multiple locations. 

It’s still covered with a padded lid which doubles as an armrest, and there’s also a generous glove box and bins in the doors with space for large bottles, even an overhead drop-down glasses holder.

Move to the back and there’s a surprising amount of head, leg and shoulder room for an SUV of this size. Sure, it’s no limo, but sitting behind the driver’s seat set to my 183cm position, I was pretty comfortable.

Best for two full-size adults in the rear, although a third can squeeze in for short, relatively uncomfortable journeys. Three up to mid-teenage kids will be fine.  

Rear storage includes bottle shaped cavities in the doors, a map pocket on the back of the front passenger seat only (a weird Mazda habit) and dual pop-out cupholders in the fold-down centre armrest.

No adjustable ventilation outlets in the rear, but in a car this compact, their absence isn’t as big an issue as it might be elsewhere.

For power and connectivity, there are two USB-A sockets in the front (one media, one power-only) as well an SD card slot, an ‘aux in’ jack and a 12V outlet. No power options in the rear, which won’t play well with the kids.

With the back seat upright, boot capacity is an okay 264 litres. Enough to accommodate either the largest 124L or the smaller 95L and 36L suitcases from out three-piece set. But not all of them together.

With a bit of not so gentle persuasion, the large CarsGuide pram just squeaked in, but lower the 60/40 split-folding rear backrest and available space expands to 1174L.

Tie-down anchors to help secure loose loads is a plus and a speed-limited space-saver spare sits under the boot floor.

And if you need to hook up a small boat or other lightweight trailer, the CX-3 Evolve is rated to 1200kg (braked) and 640kg (unbraked).

At $31,050, before on-road costs, the G20 Evolve sits in the middle of a five-model CX-3 line-up, which starts with the $G20 Sport ($26,800) and finishes with the G20 Akari ($38,620).

It competes with nine other light SUVs, and to the end of November 2023 has more than doubled the sales volume of its nearest competitors.

Supply constraints may have played a part, but the CX-3 Evolve is way ahead of its direct rivals, the Hyundai Venue Elite ($28,750), Kia Stonic GT-Line ($30,790), Toyota Yaris Cross GXL Hybrid ($33,000) and VW T-Cross 85TFSI Life ($30,990).

Aside from the safety and performance tech we’ll get to shortly, standard equipment includes auto LED headlights and DRLs, rain-sensing wipers, climate control, cruise control, a leather-trimmed steering wheel, an 8.0-inch multimedia screen, six-speaker audio with digital radio plus Android Auto (wired) and Apple CarPlay (wireless) connectivity, sat-nav, keyless entry and start, front and rear parking sensors, a reversing camera and 18-inch alloy wheels.

Standard seat trim is white synthetic leather with tan synthetic suede inserts (also applied to the doors and dash).

That’s a pretty handy roll-call of included features in this part of the market, which meets or exceeds similarly priced competitors.

The CR-V hybrid is powered by a 2.0-litre four-cylinder direct-injection Atkinson Cycle petrol engine.

Married to a pair of electric motors that make a combined power output of 152kW, it delivers a system total of 135kW at between 5000rpm and 8000rpm, as well as an impressive 335Nm of torque from 0-2000rpm.

It sends drive to the front wheels via a single-speed electric continuously variable transmission (e-CVT), featuring deceleration paddles that help redirect regenerative braking energy back into the battery.

Tipping the scales at 1771kg (kerb), the power-to-weight ratio is 76.2kW/tonne. Not great, but the e:HEV's brawn lies in its hefty torque output.

The CX-3 is powered by a 2.0-litre, four-cylinder petrol engine sending drive to the front wheels via a six-speed auto transmission.

The all-alloy unit features direct-injection and variable valve timing to produce 110kW at 6000rpm and 195Nm at 2800rpm.

Like Toyota's hybrids, Honda's do not need to be plugged in; the small 1.06kWh lithium-ion battery fitted is charged by either the engine or via regenerative braking energy.

Honda says the e:HEV RS on the Urban, Extra Urban and Combined cycles should average 4.9, 5.8 and 5.5 litres per 100km, respectively. The latter figure equates to a carbon dioxide emissions rating average of 125 grams/km.

Fitted with a 57L fuel tank, that means the driver can expect to achieve about 1035km between refills – and on 91 RON regular unleaded petrol at that.

Out in the real world, we managed a still-laudable 6.5L/100km during our time with the RS e:HEV, achieved through a mixture of inner-urban and open-road driving.

Mazda’s official fuel economy number for the combined (ADR 81/02 - urban, extra-urban) cycle is 6.3L/100km, the 2.0-litre four-cylinder emitting 143g/km of CO2 in the process.

That’s an impressively small emissions figure for a 2.0L petrol engine, more in line with smaller-capacity engines.

Stop-start is standard and over a week of city, suburban, and some freeway running, we averaged 7.4L/100km (at the pump), while the car’s on-board computer indicated 7.1L/100km for the same period.

Minimum fuel requirement is 91 RON ‘standard’ unleaded (or E10) and you’ll need 48 litres of it to fill the tank.

Using the official number, that translates to a driving range of around 760km, which drops to roughly 650km using our real-world figure.

If the good-looking e:HEV RS's compelling value and great interior don't convince, then the driving experience might.

Building on five generations of gradual evolution, the latest CR-V uses an updated version of the previous model's all-new architecture – a very solid foundation to build an SUV upon.

Pairing that with Honda's latest hybrid electrification tech is the automotive equivalent of putting together peaches and cream. Even to a vegan.

From the first push of the starter button, the driving experience is seamless, elevating the e:HEV to the premium realm.

As it's in EV mode for much of the time at lower speeds, the SUV powers forward quickly and effortlessly, gliding along with a determined hum.

When the petrol engine eventually engages, it does so smoothly and quietly, yet the electric motor's influence and effects are far from done; the driver can sense all that torque (335Nm, remember) just from the immediacy of the throttle response.

Result? The CR-V's mid-range thrust makes it a deceptively rapid vehicle, accelerating instantly and surging strongly in almost no time at all. Keep an eye on that speedo, too, because the powertrain delivery is silken.

Furthermore, and going against type, the brakes thankfully avoid the wooden feel of many rival hybrids, and instead pull up immediately and with normal and natural pedal pressure.

Additionally, the paddle shifters provide variable off-throttle braking, though not quite down to a full stop.

Honda's chassis engineers have earned their keep when it comes to the CR-V's dynamics, too.

Light and easy around town for painless parking, the steering weights up nicely at higher speeds, allowing the driver to get into a linear rhythm with the machine, and without it feeling nervous or top-heavy when corners get tight – a rarity in an electrified SUV of this size.

And while it lacks the intimate connection of sportier SUVs like the Mazda CX-5 (given the RS badges), most people will appreciate the Honda's calm and controlled handling and road holding.

For the record, suspension in the CR-V consists of MacPherson-style struts up front and a multi-link rear end. However, a bit more suppleness would transform the e:HEV.

Wearing 235/55 R19 tyres, its ride around town is fine over larger bumps, absorbing them smoothly and without fuss, while overall tyre/road noise intrusion is pretty good, too.

Yet smaller-frequency surface irregularities, like joins and rail tracks, are not so easily dealt with, resulting in some sudden harshness.

Driven over exactly the same roads as the ZR-V e:HEV equivalent, it's clear there isn't quite the polish or sophistication that makes the smaller Honda SUV a highly-convincing dynamic and refined alternative to luxury German alternatives.

Other than the occasionally fidgety suspension, the CR-V hybrid makes for a dynamically impressive family SUV.

The CX-3’s compact size makes it easy to steer through tight city and suburban streets. 

It weighs in at just under 1.3 tonnes, which is marginally lighter than most of its key competitors, and acceleration is sprightly with the 0-100km/h covered in less than nine seconds.

Close to 200Nm of pulling power is plenty for a car in this class and unusually for a non-turbo engine, peak torque arrives at a relatively low 2800rpm, so there’s ample mid-range urge.

The downside is the 2.0-litre, four-cylinder engine makes its presence felt inside the cabin, with mechanical noise noticeable even at around-town speeds. Not a conversation stopper by any means, but it’s there.

No complaints with the six-speed auto transmission. It’s smooth and the ratios keep the car in its performance sweet spot nicely. It also shifts into sequential ‘Manual’ mode if your prefer or need to call the shots.

Electric ‘drive-by-wire’ throttle response is smooth, but flick the console-mounted rocker switch to ‘Sport’ and things become more urgent, with the transmission shifting down earlier and holding on to ratios longer.

The steering is evenly weighted for easy parking and road feel is good. Speaking of parking, a 10.6m turning circle is large-ish for such a diminutive SUV, but surprisingly, not out of line for the category.

Suspension is by struts at the front and torsion beam at the rear, and despite the CX-3’s relatively short wheelbase and the Evolve’s bigger 18-inch wheels, ride comfort over typically pock-marked urban roads is surprisingly good. The Toyo Proxes R52A (215/50) tyres are also quiet and reassuringly grippy.

Braking is by generous ventilated discs at the front and solid rotors at the rear, and they’re more than up to the task of calmly washing off speed in this city-sized SUV. 

The front seats proved comfy and supportive on test, although you’ll have to step up to the next Touring grade to score electric adjustment for the drive or lumbar control of any description.

The CX-3 had a maximum five-star ANCAP score from 2015 to 2022, but the independent safety body’s assessments have a seven-year shelf life and the compact SUV is currently ‘unrated’.

That said, active (crash-avoidance) tech is up to the mark with AEB (forward and revers with front pedestrian detection), blind-spot monitoring, lane departure warning, front and rear parking sensors, rear cross-traffic alert, a reversing camera and smart city brake support (front and rear) included.

If a crash is unavoidable, there are six airbags onboard (dual front, dual front side and side curtain), the CX-3 showing its age somewhat with the absence of the now increasingly common front centre bag designed to minimise head injuries in a side impact.

There are three top tethers for baby capsules/child seats across the rear row with ISOFIX anchors on the two outer positions.

Honda offers a five-year/unlimited kilometre warranty that also includes roadside assistance.

At the time of publication until the end of March, there is a special offer that extends those to seven years.

Additionally, there is a six-year rust perforation warranty and an eight-year hybrid-battery module warranty.

There's also five years' free subscription to 'Honda Connect', bringing remote-control operation for climate control, lights and locking/unlocking, as well as trip log data, location status, geo-fencing and emergency callout access.

The CR-V's servicing intervals are every 12 months or 10,000km or when the engine oil monitor light illuminates, with capped price servicing pegged at an annual flat fee of $199 for the first five years.

That's under $1000 over that period of time. Nothing extraordinary here unless you remember the old days of how expensive it was to service new Hondas.

Note, however, that the e:HEV's lack of a spare wheel does bring additional costs – namely in the cost of replacing the expensive tyre-repair kit, as well as the substantial time, inconvenience and flow-on issues of a more-severe puncture that can render the CR-V undriveable if the tyre-repair kit is unable to plug the hole.

Honda is not alone in not offering a spare wheel in its hybrid SUV range, but there are real consequences in being stranded with an unfixable flat tyre that needs to be factored in. Family holidays can be made or ruined in such circumstances.

Mazda covers the CX-3 with a five-year/unlimited-kilometre warranty, which is the current market standard. Roadside assist is included for the duration. 

Recommended service interval is 12 months/15,000km, and the average annual cost for each workshop visit, for the first seven years, is $438.

An average under $450 is alright, but Toyota’s capped price figure of $195 per workshop visit for the first five years of C-HR ownership puts it in perspective. Mind you, Toyota’s charges step up considerably after that fifth year.